Package Service Manual 2 PDF

AJAX® Engine-Compressor Package Service Manual
Contract 10879
Engine Compressor
Model Serial Number Model Serial number
DPC-2802LE 85608 13” YK11F 14718
YK11DAECT 15001
Contents
Section 1 – Supplementary Documentation
Section 2 – Package Drawings
Section 3 – Engine
Section 4 – Fuel System
Section 5 – Cooling System
Section 6 – Cooler
Section 7 – Compressor
Section 8 – Process Gas Equipment
Section 9 – Control Panel and Instrumentation
Section 10 – Lubrication System
Section 11 – IGTB RPM Control
Section 12 - Catalyst
Engine-Compressor Package Service Manual

Section 1 – Supplementary Documentation
Vendor Bulletin No.
Warranty......................................................................... Ajax
Mathematical Conversion Tables ................................... Ajax
Lube Oil & Low Temp Starting
Recommendations .................................................... Ajax ES 1006
Trimming for Sour Gas Applications............................... Ajax ES 25
Installation of Sheave and Flywheel ............................... Ajax ESS-F-961
Flywheel Installation and Ignition Timing........................ Ajax ESS-F-963
Jet Cell Operation and Maintenance............................... Ajax ESS-L-981
Jet Cell System Installation..............................................Ajax ESS-L-983
General PM Schedule .................................................... Ajax TIB 020326
Component Wear Limits................................................. Ajax TIB 020718
% Load vs Engine Coolant Temperature........................ Ajax TIB 030910
Hydraulic Fuel Injection System Purging........................ Ajax TIB 031104
Lubrication Rates ........................................................... Ajax TIB 040910
Installation Design for Permanent Packages.................. Ajax TIB 061115
Engine Operating with Fuel Containing H2S................... Ajax TIB 050610
Torque Tables for Ajax Fasteners....................................Ajax TIB 061212

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 all 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
rates 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) above.
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 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. 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".
TDI TURBOTWINTM
Engine Air Starters
MATHEMATICAL CONVERSION TABLE

UNITS TO CONVERT INTO MULTIPLY
BY
P
R Bars PSIG 14.5
E Kilograms/Sq. Centimeter PSIG 14.22
S Kilopascals PSIG 0.145
S PSIG Bars 0.069
U PSIG Kilograms/Sq Centimeter (Kg/cm) 0.070
R PSIG Kilopascals (Kpa) 6.895
E
Liters Cubic Inches (in3) 61.023

V Gallons Cubic Inches (in3) 232.56
O Gallons Cubic Feet (ft3) 0.135
3
L Cubic Centimeters Cubic Inches (in ) 0.061
U Cubic Inches Liters (L) 0.0164
M Cubic Inches Gallons (Gal) 0.0043
E Cubic Feet Gallons (Gal) 7.413
Cubic Inches Cubic Centimeters (cm3) 16.39
T Newton Meters Foot Pounds (Ft-lb) 0.7376

O Kilogram Meters Foot Pounds (Ft-lb) 7.233
R Foot Pounds Newton Meters (N-m) 1.356
Q Foot Pounds Kilogram Meters (K-gm) 0.1383
U Kilogram Meters Newton Meters (K-gm) 9.807
E
F Standard Cubic Feet per Minute Cubic Meters/Hr (m/h) 1.70

L Cubic Meters/Hr Standard Cubic Feet per Minute 0.588
O Standard Cubic Feet per Minute (SCFM) 0.0750
W Pounds per Minute (Lb/Min.)
P
O Horsepower Kilowatts (KW) 0.746
W Horsepower Ft-lbsp/Second 550.0
E Kilowatts Horsepower (HP) 1.340
R
AN03-147 9/97
TDI TURBOTWINTM
Engine Air Starters
MATHEMATICAL CONVERSION TABLE

UNITS TO CONVERT INTO MULTIPLY
BY
P
R Bars PSIG 14.5
E Kilograms/Sq. Centimeter PSIG 14.22
S Kilopascals PSIG 0.145
S PSIG Bars 0.069
U PSIG Kilograms/Sq Centimeter (Kg/cm) 0.070
R PSIG Kilopascals (Kpa) 6.895
E
Liters Cubic Inches (in3) 61.023

V Gallons Cubic Inches (in3) 232.56
O Gallons Cubic Feet (ft3) 0.135
3
L Cubic Centimeters Cubic Inches (in ) 0.061
U Cubic Inches Liters (L) 0.0164
M Cubic Inches Gallons (Gal) 0.0043
E Cubic Feet Gallons (Gal) 7.413
Cubic Inches Cubic Centimeters (cm3) 16.39
T Newton Meters Foot Pounds (Ft-lb) 0.7376

O Kilogram Meters Foot Pounds (Ft-lb) 7.233
R Foot Pounds Newton Meters (N-m) 1.356
Q Foot Pounds Kilogram Meters (K-gm) 0.1383
U Kilogram Meters Newton Meters (K-gm) 9.807
E
F Standard Cubic Feet per Minute Cubic Meters/Hr (m/h) 1.70

L Cubic Meters/Hr Standard Cubic Feet per Minute 0.588
O Standard Cubic Feet per Minute (SCFM) 0.0750
W Pounds per Minute (Lb/Min.)
P
O Horsepower Kilowatts (KW) 0.746
W Horsepower Ft-lbsp/Second 550.0
E Kilowatts Horsepower (HP) 1.340
R
AN03-147 9/97

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ESS-F-963
Title: Keyless Flywheel Installation And Timing
Engineering Sales &

Service Bulletin
Ajax-Superior Engines/
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.
! Caution
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
Figure 1
Flywheel Collar
Hardened
Washer
Inner Ring
Crankshaft
Locking
Screw
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
.001”-.003”. Do not over-lubricate.
Note
Step 6 should only be performed during initial engine assembly. Do not lubricate on field 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 in/out 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 #1 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. All 2200
and 2800 engines use a 48” diameter flywheel. This means that:
3° = 1ÿ” Flywheel O.D. distance
9° = 3¾” Flywheel O.D. distance
11° = 4-5/8” Flywheel O.D. distance
20. Using one of the above distances, create a temporary mark on the flywheel to represent either 3°, 9°
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

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.
Figure 2
Figure 3
End of Crankshaft
Power Cylinder Horizontal
Side
DC
#1 T

ESS-F-963
Engineering Sales &

Service Bulletin
Ajax-Superior Engines/
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 above 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 above go
directly to Step 29.The magneto should be adjusted via the slotted holes on the mounting flange until the
cylinder #1 is aligned with the flywheel timing marks.

ESS-L-981
AJAX LOW EMISSIONS ENGINES

ESS-L-981
Date: July 13,1998

Supercedes ESS-L-921
AJAX JET CELL OPERATION AND MAINTENANCE
ABSTRACT
The jet cell concept is required for low emission or emission reduction engines. The high-
energy torch issuing from the pre-chamber allows the main chamber to be operated with a
leaner mixture and consistently ignited, as compared to a conventional spark plug
ignition of a lean mixture.
Also, the jet cell is applied to units to improve combustion stability and improve fuel
consumption when operating at variable speeds and reduced torque. This paper describes
the jet cell operation and general maintenance procedures relating to AJAX Low
Emissions Two-Cycle Engines.
JET CELL OPERATION
The jet cell, or pre-combustion chamber, is a unit which is installed in the cylinder head.
The nozzle end is designed with a specific volume and has a communicating angled exit
orifice. A spark plug for ignition and a fuel admission check valve complete the
necessary operational components.
Pilot fuel headers supply fuel to each admission check valve. The supply to the header is
taken prior to the governor regulated fuel valve, filtered, and the pressure regulated with
an additional regulator.
The ignitor fuel pressure is thus regulated manually according to site conditions.
For one cycle of operation, as the piston comes up on compression, the pressure within
the cylinder is lower than the pilot gas pressure and fuel is admitted into the cell. When
1 Revised 07/98
ESS-L-981
the pressure within the cylinder becomes greater than the fuel pressure, then the pilot
check valves close.
The main fuel valve admits fuel into the cylinder per the designed timing. Ignition occurs
within the jet cell and the rich fuel mixture ignites. The pressure rise caused by this
energy release forces the burning mixture to exit through the nozzle orifice across the top
of the piston in the main combustion chamber, igniting the main combustible charge.
IGNITION TIMING
In standard spark ignited engines, the spark plugs ignite the charge and a progressive
flame front occurs within the combustion chamber. Due to the time required for this
flame propagation, the ignition timing is approximately 9°-12° before top dead center
(BTDC).
With the jet cell, a torch of fire emitting from the exit orifice penetrates into the fuel/air
mixture within the main combustion chamber. The mixture is ignited uniformly by this
higher energy source, which promotes faster burning. For this reason, the ignition timing
is set at 3° BTDC.
For an engine operating at 440 rpm, this sequence of fuel admission, ignition, etc., occurs
7.3 times per second, 440 times per minute, 26,400 times per hour, 663,600 times per day
(24 hrs), and 30 days of operation would equal 19,008,000 times.
MAINTENANCE
The jet cell, when installed into the cylinder head, has a round Armco iron gasket which
acts as a fire seal; a graphoil seal employed as a bottom water seal, and an ‘O’ ring as the
top water seal.
The unit is held in place with a two-bolt flange and torqued to 70 ft-lbs.
If a cell is removed from the head, it is important that the access hole for the cell is clean
and free of any scale build-up. New gaskets and seals should be installed and the unit
properly torqued. A locating dowel is used to assure proper orientation of the exit orifice
of the cell in relation to the main combustion chamber.
SPARK PLUGS
Cooling of the spark plug is accomplished primarily through the spark plug gasket
seating surface and the threads. These areas within the cell have thin metal sections and
are surrounded with engine coolant.
In service, the center and ground electrodes will deteriorate, which increases the spark
plug gap. Erratic firing will occur once the gap increases 0.005”-0.010” from the original
setting and the plugs should be replaced.
2 Revised 07/98
ESS-L-981
On older LE equipment (pre 9/92), where a YK-8209-C jet cell was used, a Champion
RW77N (BM-1022-2) spark plug with an initial gap of 0.015″ to 0.018″ was used. The
main chamber spark plug utilized the Champion W-18 (BM-1022). Current production
models (post 9/92) where a YK-8209-C-1 is utilized, use a Champion W-18 (BM-1022)
spark plug is used with an initial gap of 0.020″. This allows use of the same spark plug
for both the main chamber and igniter. The current production jet cell (YK-8209-C-1)
identified with a ‘3/4’ stamped on the top face.
IMPORTANT: Do not install the W-18 spark plug in the YK-8209-C jet cell. Damage
may occur to igniter and/or spark plug threads as the result of thread depth and thread
reach respectively.
The secondary ignition wiring and associated components should always be in good
condition.
FUEL ADMISSION CHECK VALVES
The primary check valve (P/N YK-8338-A) is most important in the operation of the jet
cell. As noted previously, the number of cyclic operations relates to the unit’s speed, with
fuel being admitted when the cylinder pressure is less than the pilot fuel pressure and
being shut off the cylinder pressure increases. The check valve also withstands the high
pressure within the cell at time of ignition.
Present production check valves use a ceramic ball with tool steel enclosure and seat.
Ajax continues to improve the life and operation of the valves with ongoing research and
development programs.
From the primary check valve, the fuel gas enters the cell through drilled communication
holes. Due to fuel entrapment, incomplete combustion can occur in these passages, which
tends to produce a soot-carbon residue. In some cases, this build-up is not detrimental to
the check valve’s operation, but in other cases it can be severe. If this build-up becomes
heavy, erratic operation of the check valves will occur and they should be removed,
cleaned and tested.
Whenever the spark plugs are replaced, it would be appropriate to remove and clean the
check valves. Some end users have a spare set of check valves which are installed at this
time, and the removed set is cleaned for reinstallation at a later date.
An orifice (P/N K-8050) is installed on the inlet side of the primary check valve to allow
pilot fuel pressures to be comparable to main fuel pressure. The orifice resembles a 1/8″
toe nipple. Ensure this is an orifice by visual inspection, noting a small 0.038″ internal
hole. Clean when servicing the primary check valve.
Connected directly upstream of the orifice is a secondary check valve (P/N BM-21064).
This is utilized only as a backup to the primary check valve.
3 Revised 07/98
ESS-L-981
A jet cell-equipped engine does require some additional maintenance over a standard
combustion engine. This additional maintenance is offset by gains in combustion
stability, lower emissions and improved fuel economy.
4 Revised 07/98
ESS-L-983
LE RETROFIT CONVERSIONS
SUPPLEMENT ASSEMBLY PROCEDURE

ESS-L-983
Date: July 14, 1998

Supercedes ESS-L-923
AJAX LOW EMISSIONS RETROFIT CONVERSIONS
13-1/4″″ & 15″″ BORES
The new AJAX Low Emissions (LE) Engine utilizes a squish design combustion
chamber that includes a jet cell (ignitor cell). The assembly procedure is basically the
same as on a standard engine, with the following additions and changes in gas valve
timing, ignition timing and power piston position.
1. PISTON & HEAD INSTALLATION:
A) The piston used on the LE engine does not incorporate notches or tapped holes in
the crown for installation as compared to the standard combustion engine. It is
recommended that a rod wrench (or strap wrench) be used to install or remove the
power piston.
B) Screw piston into crosshead until approximately three (3) threads are left
showing. Do not tighten rod nut at this time.
C) Install cylinder head (with gasket) and torque to 600 ft-lbs.
D) Using solder, set piston-to-head striking clearance at 0.110″ (± 0.010″). This is

measured at the 6:00 position by inserting solder through the gas injection hole
down towards bottom of head. Roll piston forward (rotate crankshaft in CW
direction) past TDC, thus crushing solder. Using a micrometer or dial calipers,
measure thickness of crushed solder. Adjust piston position accordingly, to
obtain proper striking clearance. Refer to Figure 1.
1 Revised 07/98
ESS-L-983
Figure 1. Measuring Proper Piston-To-Head Distance
E) Once clearance is set, torque rod nut and check clearance again. Piston has a
tendency to turn out slightly when tightening nut.
2. GAS CAM TIMING:
Refer to ESS-T-911 as a basis for fuel injection timing. The following changes must
be made when converting an engine to LE application.
A) The flywheel and gear shield must be removed in order to remove layshaft and
reset cam timing.
B) Cam timing is retarded from the standard 13° ABDC beginning of injection to 37°
ABDC. DO NOT GO BEYOND 37° ABDC! If gears do not line up with cams at
37° ABDC, go back towards BDC (i.e. 35° ABDC). Beginning of injection is 37°
2 Revised 07/98
ESS-L-983
ABDC on all LE engines but the method of setting the timing is different on
DPC-800s & DPC-2804s.
C) On DPC-800s & DPC-2804s, the control box utilizes one (1) cam for two (2)
cylinders. #1 & #3 power cylinders run off the cam closest to the power cylinders.
#2 & #4 cylinders run off the other cam. Refer to Figure 2.
Figure 2. Control Box And Cams
#1 power cylinder gas cam timing is referenced off #3 bank on the control box.
The crankshaft should be rotated in a clockwise direction to 26° ABDC #1 power
cylinder. DO NOT GO BEYOND 26° ABDC! If gears do not line up with cams at
26° ABDC, go back towards BDC (i.e. 24° ABDC). The crankshaft is positioned
at 26° ABDC for setting cam timing on DPC-800s & DPC-2804s only. This is
due to the way the cam is installed on the layshaft. The result will be injection
beginning at 37° ABDC. Refer to FIG 3. The cam can now be set using the
method illustrated in ESS-T-911.
D) Once the preceding is complete, the layshaft gear should be installed and re-
indexed.
3. IGNITION TIMING:
Ignition timing is changed on all LE engines to 3° BTDC. New mag pickup brackets
are furnished for all conversions through the DPC-600 & DPC-2803 to accommodate
the timing change.
3 Revised 07/98
ESS-L-983
On DPC-800 and DPC-2804 engines where the ALTRONIC III is used, the alternator
must be removed and re-indexed to 3° BTDC (refer to the standard DPC-800/DPC-
2804 Operation & Maintenance Manual for procedure).
Figure 3. Alignment Of Crankshaft
4. IGNITOR ASSEMBLY INSTALLATION: Refer to FIG 4
A) Ignitor assembly is indexed with a roll pin that lines up with a slot machined in
the LE power head. This ensures proper direction of ignitor exit orifice. It is very
important that they are lined up properly! Misalignment will result in severe
piston crown damage. It should be noted that when ignitor is torqued into head,
the roll pin will not completely set into slot. This is only an alignment reference.
B) Install gasket (P/N SF-34-65) onto end of ignitor by pressing on or using small
amount of grease to hold gasket in place when installing ignitor into the head.
Insure O-ring is installed on ignitor at this time also.
C) Install water seal (P/N 2-013-129-002) into head.
4 Revised 07/98
ESS-L-983
Figure 4. Ignitor Assembly
D) Install ignitor into head being very careful not to damage water seal. This may
take some hand fitting of seal. Torque down in progressive 5 ft-lb increments to
70 ft-lbs.
5. SPARK PLUGS:
On older LE equipment (pre 9/92), where a YK-8209-C jet cell was used, a
Champion RW77N (BM-1022-2) spark plug with an initial gap of 0.015″ to
0.018″ was used. The main chamber spark plug utilized the Champion W-18
(BM-1022). Current production models (post 9/92), where a YK-8209-C-1 is utilized,
use a Champion W-18 (BM-1022) spark plug with an initial gap of 0.020″. This
allows use of the same spark plug for both the main chamber and igniter. The current
production jet cell (YK-8209-C-1) is identified with a ‘3/4’ stamped on the top face.
IMPORTANT: Do not install the W-18 spark plug in the YK-8209-C jet cell.
Damage may occur to ignitor and/or spark plug threads as the result of thread depth
and thread reach, respectively.
5 Revised 07/98
ESS-L-983
6. GAS INJECTION VALVES:
The gas injection valve used in the LE power end is of the same basic design as the
one used in the standard combustion assembly but the valve housing and plunger
housing are not interchangeable. The gas injection valve assembly on the LE engine
has a longer valve body housing and a shorter plunger housing to accommodate the
profile of the power head.
7. MISCELLANEOUS:
In addition to the preceding requirements, engines that are converted to the LE design
must have:
A) Dry-type, low restriction intake system
B) Ring gear start system on 15″ bore engines
C) 3/8″ hydraulic supply lines on gas injection system
D) Exhaust line adjustment to compensate for length of insertion pipe in muffler
If you have any questions or problems pertaining to an LE retrofit conversion, contact

your local AJAX-SUPERIOR representative.
6 Revised 07/98
Technical Information
Bulletin # 020718 r2
August 24, 2004
Subject: Ajax Component Wear Limits

all 15” Bore x 16” Stroke (Includes DPC-180, -360, -600, -800, & 2800 Series models)
all 13¼” Bore x 16” Stroke (Includes DPC-115, -140, -230, -280, & 2200 Series models)
The following component dimensional specifications and wear limits should be used as a
guide for preventative maintenance programs for Ajax equipment. Problems can be
detected early before failures occur.
These specifications are based on data gathered from a broad range of Ajax installations
covering many decades of operating experience.
Specific unit performance and maintenance requirements may vary based on application
conditions and preventative maintenance practices.
Engine End Data

Item As New Limits Max. Acceptable
Up to 15.013,
15” Cylinder Bore 14.997- 15.001
Max .002 TIR
15” Piston Skirt Diameter 14.968 – 14.970 Down to 14.961
15” Piston-to-Cylinder Clearance .027 - .033 Up to .045
15” Piston Ring 1 & 2 Side Clearance .010 - .0125 Up to .015
15” Piston Ring 3 & 4 Side Clearance .008 - .0105 Up to .013
15” Piston Ring End Gap .115 - .135 Up to .145
Up to 13.263,
13¼” Cylinder Bore 13.247 – 13.251
Max .002 TIR
13¼” Piston Skirt Diameter 13.220 – 13.222 Down to 13.213
13¼” Piston-to-Cylinder Clearance .025 - .031 Up to .045
13¼” Piston Ring 1 & 2 Side Clr. .010 - .0125 Up to .015
13¼” Piston Ring 3 & 4 Side Clr. .008 - .0105 Up to .013
13¼” Piston Ring End Gap .100 - .126 Up to .145
Piston Rod 2.497 – 2.500 Down to 2.495
Crosshead Guide 12.000 – 12.002 Up to 12.004
Crosshead O.D. 11.987 – 11.989 Down to 11.985
Crosshead-To-Guide Clearance .009 - .013 Up to .016
*Note: determine the minimum clearance by passing the thickest feeler gauge
possible over the top of the crosshead to project out the opposite side. Then slide the
gauge along the entire length of the crosshead-to-guide fit.
Engine End Data (continued)
Conn Rod Pin Bushing I.D. 5.5044 – 5.5069 Up to 5.509
Conn Rod Side Clearance .010 - .026 Up to .029
Down to 5.4985
Crosshead Pin O.D. 5.4995 – 5.5000
Max .001 TIR
Crosshead-to-Pin Clearance .0044 - .0074 Up to .0085
Up to 7.507
Conn Rod Bearing Bore 7.503 – 7.505
Max .001 TIR
Down to 7.4975
Crank Pin O.D. 7.499 – 7.500
Max .0015 TIR
Crank Pin-to-Bearing I.D. Clearance .0044 - .006 Up to .0075
Main Brg. Journal O.D. 8.374 – 8.375 Down to 8.3725
Up to 8.3831
Main Bearing I.D. 8.3796 – 8.3816
Max .002 TIR
Main Journal-to-Bearing I.D. .0046 - .0076 Up to .0091
Main Bearing Thrust,
r2> DPC-600, DPC-800, DPC-2803, DPC-2804 only
.010 - .020 Up to .022
Layshaft Bearing Bore 1.502 - 1.503 Up to 1.504
Layshaft O.D. 1.498 - 1.500 Down to 1.497
Layshaft O.D.-to-Bearing Bore
.002 - .005 Up to .007
Clearance
Center Main Bearing I.D. on Twins 7.754 - 7.756 Up to 7.757
Crankshaft Journal on Twins 7.749 - 7.750 Down to 7.748
Center Main-to-Journal Clearance on
.004 - .007 Up to .0084
Twins
Compressor End Data

Cylinder Bore ** **
Piston Rings & Riders ** **
Piston-to-Cylinder Clearance ** **
** contact the Technical Support department at Ajax
Piston Rod, 2½" 2.497 – 2.500 2.495
Piston Rod, 2¼ " 2.249 – 2.250 2.2455
Crosshead Guide 11.999 - 12.001 Up to 12.008
Crosshead O.D. 11.984 - 11.986 Down to 11.982
Crosshead-To-Guide Clr.* .011 - .015 Up to .018
*Note: determine the minimum clearance by passing the thickest feeler gauge
possible over the top of the crosshead to project out the opposite side. Then slide the
gauge along the entire length of the crosshead-to-guide fit.
Connecting Rod Pin Bushing I.D. 4.5035 - 4.5062 Up to 4.507
Crosshead Pin O.D. 4.4995 - 4.500 Down to 5.4985
Pin Bushing-to-Pin Clearance .0044 - .006 Up to .0066
Connecting Rod Bearing I.D. 7.503 - 7.505 Up to 7.506
Crank Pin O.D. 7.499 - 7.500 Down to 7.498
Crank Pin-to-Rod Bearing Clearance .0042 - .0066 Up to .008
Bulletin # 031104
November 4, 2003
Subject: Hydraulic Fuel Injection System
a) Potential Fire Hazard
b) Purging Procedure
c) Recommended System Modifications
A potential fire hazard exists on Ajax engines with hydraulic fuel injection:
1) An incorrect purging procedure can allow hydraulic fluid to

contact a hot exhaust pipe and ignite. Use the following procedure:
Hydraulic System Purging Procedure:
1. Shut the engine off.

2. Pressurize the hydraulic reservoir to 15-20 psig.
3. Open the flow control valve (at control box) for the gas injection valve line to be purged.
4. Connect a 10”-12” length of clear plastic 3/8” hose to the bleed valve.
5. Slowly open the bleed valve while directing purged fluid and bubbles into a clean container for reclamation.
6. After the fluid runs without bubbles, close the bleed valve.
7. Close the flow control valve at the control box.
8. Check the reservoir’s fluid level. Be certain to depressurize the reservoir before replenishing the fluid.
Note
Use Ajax® hydraulic fluid p/n YAE-2150-2.
Do not use other fluids.
2) A damaged purge valve assembly can allow hydraulic fluid to leak and contact a hot
exhaust pipe and ignite .
As seen in Figure 1, the bleed valve is assembled to the cap of the injection valve by use of a
pipe nipple and pipe tee. These assembled parts can be bumped and damaged when servicing
adjacent components such as cylinder heads. The pipe nipple can also be damaged if the gas
injection valve assembly is mishandled during servicing.
Traditional bleed valve location for

purging of the hydraulic injection system.
Figure 1
As seen in Figure 2, relocation of the bleed valve to the topmost part of the gas injection valve
minimizes damage potential, and permits more efficient purging of the hydraulic system.
Relocated bleed valve Bend tubing to 45º for

for improved purging optimum fluid flow and
of the hydraulic vibration resistance
injection system.
Clear plastic 3/8” hose

temporarily connected
Figure 2 for purging the system.
Convert to the current design by replacing the injection valve’s cap with the current design.
A parts kit for the conversion is available, or individual pieces can be specified. See the
appropriate table below for a kit P/N or the individual P/Ns.
See Figure 2 for a typical installation of the current design.
“Top Purge Conversion Kit”

(one per Gas Injection Valve)
p/n: SPEC 7456-S p/n: SPEC 7456-SS

(steel valve & fittings) (ss valve & fittings)
Item Description P/N Qty Item Description P/N Qty
1 Valve Cap A-2565-F-4 1 1 Valve Cap A-2565-F-4 1
2 Bleed Valve BM-10936 1 2 Bleed Valve BM-16580-2 1
3 3/8 Tube x ¼ NPT BM-11573-S-6-4 1 3 3/8 Tube x ¼ NPT BM-11573-SS-6-4 1
Reducer, ¼ NPT(F) Reducer, ¼ NPT(F)
4 BM-21147-S-4-2 1 4 BM-21147-SS-4-2 1
x 1/2 NPT(M) x 1/2 NPT(M)
5 ¼ Tube Nut & Ferrules BM-21163-S-4 1 5 ¼ Tube Nut & Ferrules BM-21163-SS-4 1
6 3/8 Tube Nut & Ferrules BM-21163-S-6 1 6 3/8 Tube Nut & Ferrules BM-21163-SS-6 1
7 ¼ Tubing, 316SS BM-21071-2-035 4’ 7 ¼ Tubing, 316SS BM-21071-2-035 4’
8 3/8 Tubing, 316SS BM-21071-3-035 4’ 8 3/8 Tubing, 316SS BM-21071-3-035 4’
Bulletin # 040910
September 10, 2004
Subject: Lubrication Rates for DPC-2200 and DPC-2800 series engine-compressors
Use of divider valve designs provides a simple, reliable and predictable approach to engine cylinder and compressor
cylinder lubrication. Simplicity is enhanced by use of a lubrication monitor that senses divider valve operation, and
displays pints/day of lube oil consumption based on RPM and a divider valve assembly’s displacement volume.
The following rates for engine cylinders are based on the use of dry gas, and lube oil per Ajax engineering standard
ES-1006. HP listings are at standard conditions of 100ºF and <1500’ elevation.
Load Lube Rate Load Lube Rate

RPM RPM
Condition Pints/Day Condition Pints/Day
DPC-2201 & LE DPC-2803

74 HP 440 2.9* 317 HP 440 12.7 *
76 HP 300 2.6 324 HP 300 10.8
111 HP 440 3.7 475 HP 440 15.8
101 HP 300 3.4 432 HP 300 14.4
148 HP 440 4.9 634 HP 440 21.1
DPC-2202 & LE DPC-2803LE

148 HP 440 5.9 * 300 HP 440 12 *
151 HP 300 5 307 HP 300 10.2
222 HP 440 7.4 450 HP 440 15
202 HP 300 6.7 409 HP 300 13.6
296 HP 440 9.9 600 HP 440 20
DPC-2801 & LE DPC-2804
96 HP 440 3.8 * 422 HP 440 16.9 *

98 HP 300 3.3 432 HP 300 14.4
144 HP 440 4.8 634 HP 440 21.1
131 HP 300 4.3 576 HP 300 19.1
192 HP 440 6.4 845 HP 440 28.2
DPC-2802 & LE DPC-2804LE
192 HP 440 7.7 * 400 HP 440 16.0 *

196 HP 300 6.5 409 HP 300 13.6
288 HP 440 9.6 600 HP 440 20.0
262 HP 300 8.7 545 HP 300 18.1
384 HP 440 12.8 800 HP 440 26.7
* This rate is for initial break in running. It is calculated at 1 pint/25 HP.
Engine lubrication rates for normal operations are based on 1 pint/30 HP.
The following rates for compressor cylinders are based on the use of clean and dry gas, and lube oil per Ajax
engineering standard ES-1006. Rates listed are based on MWP and maximum bore size and include the rod packing’s
requirements. Refer to the O & M manual for other conditions.
NOTE: to attain the total lube rate for a compressor unit, add the lube rates for the individual cylinders.
Cylinder MWP Bore Total Lube Rate- Pints/Day

Model (PSIG) (Inches) @ 440 RPM - @ 300 RPM
YKCBA 1500 7.25 2.4 1.8
YKCD 1800 5.00-5.75 2.2 1.7
YKDC 1350 6.50-8.00 2.4 1.8
YK11EA 900 9.00-10.50 2.7 1.9
YK11F 600 11.00-13.00 2.9 2.1
YK11G 400 14.00 3.0 2.1

400 15.00 3.2 2.2
YK11HA 400 16.00-17.00 3.5 2.4
YK11J 275 18.00 3.6 2.5
YK11K 250 20.00 3.9 2.7
YK11MA 200 22.00-23.00 4.3 3.0
YK11R 100 28.00 5.0 3.4
3000 3.00-3.50 2.3 1.9

YK11S
3000 4.00-4.75 2.5 2.0
3000 5.00-5.75 2.6 2.1
YK11T 5500 3.00-3.50 3.1 2.7

5500 4.00-4.50 3.3 2.8
Individual cylinder and rod packing assembly lubrication rates are based on the following formula:
(0.0000314 x Cylinder Bore x Stroke x RPM) + (0.000333 x Discharge Pressure) + 0.75
Example: YK11G, 14” bore, 11” stroke, @ 440 RPM, 400 psig
(0.0000314 x 14 x 11 x 440) = 2.13
(0.000333 x 400) = 0.13
0.75 = 0.75
3.00 pints/day
The lube monitor’s rate display is calculated by using the divider valve assembly’s cycle signal, and a
BLOCK TOTAL of the assembly. The assembly’s BLOCK TOTAL is determined by adding the “sizing number”
for each element within the assembly. Refer to the following table for the sizing number for a particular SMX
element:
DropSa Element Sizing Number
SMX-08 5
SMX-12 8
SMX-16 10
SMX-25 15
SMX-35 20
SMX-40 25
SMX-50 30
Assure that the correct values are used for the engine’s divider valve assembly, and the compressor cylinder’s divider
valve assembly. (Metering element designation (the SMX number) is stamped on each element’s nameplate.)
Installation Design for Permanent Ajax Compressor Packages
When designing the engine-compressor installation, several factors should be taken into
consideration which can affect the overall performance of the installation:
• An adequate foundation must be provided to assure a stationary mounting base for the engine-
compressor skid and any accessory equipment not mounted on the skid. If the unit is installed
inside a building or adjacent to other machinery, sufficient space must be allowed around the
unit to facilitate maintenance and service work (refer to the unit’s foundation drawing).
• Avoid arrangements that allow hot air from the muffler or cooler to flow to the air inlet of the
cooler or air cleaner.
• It is recommended that the engine-compressor skid and accessories be placed on grouting on
the foundation to ensure full, even bearing support under the equipment. Grouting is poured
after the equipment has been properly set and aligned on the foundation. For a grouted instal-
lation, the foundation top surface should have a rough surface (not trowelled) to ensure an
optimal grout-to-cement bond.
• Air cleaners may be located outside the building to avoid heat generated by the unit; however,
direction of prevailing winds should be considered in their location.
• Installation of units inside buildings should be designed to allow for the passage of hot air
from the coolers to the outside through adequate natural ventilation or through ducting to the
outside of the building. Unitized vertical discharge coolers may frequently be installed outside
the building to ease the disposal of heated air.
• The exhaust system must be properly designed for the operating conditions of the engine-
compressor, both for proper scavenging of the power cylinders, and for correct dissipation of
exhaust heat.
• The instrument panel should be placed in a location convenient for the operator.
NOTICE: The size and construction of the foundation must be selected to suit the soil
conditions at the unit location.
In designing the foundation, the static and dynamic loads must both be considered. The
unbalanced forces and couples of each engine-compressor unit are available, on request, from the
service branch or factory. In well compacted, high load capacity soils, (6 tons/ft2 minimum) the
minimum dimensions shown on the appropriate foundation drawing supplied should be adequate
for a reinforced concrete foundation (refer to the unit’s foundation drawing).
! "#
The foundation design must include anchor bolts to secure the engine-compressor unit. Anchor
bolts must be located to achieve precise alignment with the skid’s anchor bolt holes (refer to the
unit foundation drawing). Use sufficiently long anchor bolts to ensure deep placement and
adequate length above the foundation (account for full thread engagement of nuts and space
required for grouting).
Preferred practice is to set anchor bolts while pouring concrete for the foundation. A common
practice is to use canister-style anchor bolts to afford position adjustment capability. Here, the
anchor bolt is centered inside a piece of 2” to 2-1/2” pipe and positioned so the top of the pipe is
flush with the top of the completed foundation. The open pipe end should be blocked to keep
foundation concrete out. This approach is illustrated in Figure 1.
% & '
If the foundation has already been poured, then anchor bolts may be set by first drilling holes in
the foundation and then placing and grouting the anchor bolts in. Sulphuring, a means to dissolve
concrete, may also be used to create anchor bolt holes.
In soils having a low load support capacity, a wider and longer foundation or one which angles out
at the bottom should be used to distribute the load over a larger area on the bottom face of the
foundation.
NOTICE: In general, it is poor practice to economize on the amount of concrete used on the
engine compressor unit foundation.
If the soil load bearing capacity is questionable, it is highly recommended that a soil analysis be
made prior to designing or pouring the foundation. If unsuitable soil is encountered, the
foundation design must be changed to accommodate the soil.
$
Allow foundation concrete to cure for at least 28 days before installing an engine-compressor
package. Using ASTM guidelines, a concrete physical properties test may be performed to ensure
that sufficient curing has occurred. Any concrete-related problems that may exist, such as low
tensile or compressive strength, may be detected at this time. If the concrete is ready for engine-
compressor installation and grouting, then proceed with foundation surface preparation.
In order to achieve optimal grout-to-concrete bonding, prepare surfaces for grouting by chipping
away all laitance, oil-soaked concrete, and damaged concrete until 50% aggregate is exposed (the
foundation contractor may have already prepared the foundation in this manner). A chipping
hammer or 15-pound chipping gun (with chisel point) may be used for chipping.
NOTICE: Avoid heavy chipping guns as they may create micro fractures within the foundation.
Rebar wickets or dowels may be used to provide additional mechanical locks between grout and
concrete. These may be set by drilling into the foundation and inserting the wickets or dowels.
Locate the wickets/dowels away from foundation anchor bolts. Exposed length above the
foundation surface should be limited to ≈60% of the grout thickness (1-1/2” maximum for 2-1/2”
grout thickness).
Determine whether or not grout expansion joints are required. Foam strips or other suitable
(compressible, temporary) material may be used. Strips may be secured to the foundation with
glue; apply wax to exposed surfaces to allow easy removal after the grout has cured. If a crane is
to be used to place the engine-compressor unit, then expansion joints may be installed in advance.
If jacks and rollers are used, then expansion joints should be added prior to lowering the unit.
Set leveling planes in level position on the foundation under the leveling screw locations.
Clean all residual paint, oil, grease, and dirt from foundation surfaces that will come into contact
with grout. For final cleaning, use the grout manufacturer’s recommended solvent using clean
solution and clean cloth for the last wash. Lacquer thinner may be substituted if necessary;
however, mineral spirits cannot be used for this purpose.
If cement-based grout is to be used then pre-soak the foundation with water to help ensure that
foundation concrete does not draw water away from the grout after placement.
If epoxy resin grout is to be used, then use compressed air to blow away all dust and debris and
dry all moist foundation surfaces.
NOTICE: Grout may adhere to levelling screws, tools, forms or other items which have not
been protected with paste type wax.
The end result is a properly prepared foundation ready for setting the engine-compressor package.
( % ) * % +
! "#
It is recommended that the skid bottom in contact with grout be free from all paint, grease, primer,
or other material that could inhibit grout bonding. A light film of rust is usually acceptable. Use
evaporative solvent to wipe down all skid surfaces to be bonded to grout.
The engine-compressor skid is normally set directly upon the foundation block. Where overhead
space and/or crane capacity permit, the unit may be lifted using brackets or lifting lugs (provided)
and placed over the foundation anchor bolts. Lifting cables must be provided with spreaders so
that the lifting cables will remain parallel to the vertical center-line of the unit.
If overhead lifting capacity is not available, then jacks and rollers (cribbing) may be used to move
the unit into place over the foundation anchor bolts.
Lower the engine-compressor unit to its final elevation. Allow 2” nominal clearance between the
foundation and skid (1-3/4” minimum, 2-1/2” maximum). This clearance is recommended to
allow sufficient room for placing grout to all necessary locations beneath the skid. Use leveling
screws to make final skid elevation adjustments such that all mounting pads are at the prescribed
elevation.
Make certain that the unit is set

level, accurately aligned with the
cooler, aligned with any other off-
skid accessories, and adequately
supported so that all bearing
surfaces on the bottom of the skid
have full contact to avoid
deflections in the bed or skid
Perform web deflection measurements on the engine to check crankshaft alignment. Use these
measurements to fine-tune the engine-compressor elevation using the leveling screws. For long-
term engine performance it is essential that web deflections are held within specification (see
Ajax-Superior Engineering Standard ES-4025: Crankshaft Web Deflections for Three- and Four-
Cylinder Ajax Engines).
Install belts on cooler drive and check alignment. Accurate alignment is essential to ensure
acceptable drive component service life and to eliminate detrimental loads and vibrations.
The drive alignment is checked by drawing a string taut between adjacent faces of the two
sheaves (pulleys), lined up to intersect the two hubs. When the drive is properly aligned, the string
will barely touch the face of each sheave at the points where the string crosses the sheave rims
(see Figure 2 below).
% , % - ( ) % .
Primary Sheave Critical Alignment Point
Secondary Sheave
Line
Bring Line toward the Critical

Alignment Point to establish
Line Attachment
Secondary Sheave alignment
% $& / % (
After properly positioning the engine-compressor unit, then finish up by taping off or paste-
waxing all leveling screw threads so screws can be removed after the grout has cured.
Grout should have the following characteristics:
• A consistency that allows for proper placement

• High bonding strength
• High dimensional stability
• Strength to transmit static and dynamic forces from unit to foundation
Grout may be either of the conventional (cement based) type or of the epoxy resin type.
Each type has advantages and disadvantages:
Working Time: Check the grout specifications. Working time may vary from as little as 15-20
minutes to over 1 hour. Select a product that will allow adequate mixing, handling, and placing
time.
Working Temperature: Check the grout specifications. Manufacturers often recommend that
foundation, equipment, and grout materials attain equilibrium temperature on the order of 70°F
before mixing and pouring. If possible, avoid grouting at temperatures below 50°F, although
grouts for use at such temperatures are available. Note, however, that temperature can affect grout
working time.
Flowability: Most grout manufacturers will claim that their products are “flowable,” but this is a
relative term. Grout viscosity should not be too low (runny, not stackable) or too high (not
pourable). Grout flowability may be increased by reducing the amount of aggregate used. Consult
with the grout manufacturer’s technical representative if questions arise here.
*
! "#
Compressive Strength and Curing Time: Epoxy-resin grouts, although more costly, provide
greater compressive strength and cure much more quickly than do cement-based grouts.
Long-Term Performance: Properly mixed, installed, and cured cement-based grouts have very
good long-term dimensional stability but may degrade structurally (cracking) under continual,
excessive vibration input. Epoxy-resin grouts have better long-term structural integrity but, being
viscoelastic materials, are subject to creep that is heightened by elevated temperatures.
Tables 1 and 2 provide examples of cement-based grout and epoxy resin grout respectively.
0 &, - * 1 2
* ' / %
% 1 2 1 2
Unisorb V-1® Non-Shrink Grout 11,800 28
Five Star® Products’ High Strength Grout 10,000 - 14,000 28
Philadelphia Resins Chockfast® ITWPRC 100 Non-Shrink 8,400 28
0 $& , , 3 * 1 2
* ' / %
% 1 2 1 2
L&M Construction Chemicals’ Epogrout 758 13,200 7
Tristar Masterflow® 648CP 15,900 3
Ceilcote® 848 Grout 8,000 3-10
Epoxy resin type grouting materials

may present certain health hazards.
The grout manufacturer’s handling
instructions should be strictly
followed.
Affirm that the selected grout will meet the installation load requirement, the working
temperature condition, and the working time requirement. Grouts such as those listed in Tables 1
and 2 have sufficient compressive load strength to support typical AJAX engine-compressor and
cooler packages.
*
Table 3 provides compressive load estimates for 2801-, 2802-, 2803-, and 2804-based units. Skid
footprint is the skid base area that will be in direct contact with the grout. The cooler load is
computed separate from the engine-compressor load for 2803- and 2804-based units.
NOTICE: The estimates in Tables 1,2, and 3 are for reference purposes only!
Be aware that total package weight is dependent on the number and size of compressor cylinders,
and the number of compression stages and associated pressure vessels. If needed, grout
manufacturer representatives can help in the grout selection process.
0 +& * / % 3 5 , 1
2
! " 6 9 9 8*
7 % 1 0 82 ) /
6 * % ;1 2
$2
:1
2801 31,000 26.3 8.6
2802 57,300-67,300 43.3 9.2-10.8
2803 70,000 35.2 13.8
2804 85,000 66.4 8.9
†: Minimum footprint comprised of primary longitudinal skid members only.
‡: Compressive Strength (Pressure) = Unit Weight / Skid Footprint Area.
All grout should be mixed according to manufacturer’s instructions and recommendations.
All longitudinal skid members must be grouted. Major load-bearing lateral skid members should
also be grouted. Grout the skid base using procedures suitable to the application or unit involved.
The final grout level should be approximately up to the skid flange thickness. Care must be taken
to provide adequate forms to retain grout. Remove any excess grout before it has been completely
set.
After grout has set and cured sufficiently to carry the weight of the unit, relieve the load on all
levelling screws.
NOTICE: This is essential to insure that the unit is being supported only by the grout, not by
the screws.
Properly tighten foundation bolts after grout has sufficiently cured, and then recheck alignment.
Remove temporary expansion joint materials and fill expansion joints with joint compound.
* % 4
Table 1: Torque Table for Critical Ajax Fasteners
! & "'( %
"# "$
$ %
) %
Frame and Crankshaft:
End covers/bearing supports Bolts 1 150
Front end bearing support Bolts 1&2 25
Center main bearing Bolts 2 95
Center main bearing cap Bolts 2 250 - 265
Crankshaft counterweight Stud nuts 1 520 - 600
Flywheel ringfeder Bolts All 185
Drive shaft ringfeder Bolts All 185
Main bearing cap Studs 3&4 250
Main bearing cap Stud nuts 3&4 360
Tie bars to frame Bolts 3&4 260
Top Center for crosshead guide Bolts 3 100
Power cylinder to frame Bolts All 490
Connecting rod caps Bolts All, P & C 650 - 700
Power cylinder side cover plate Allen Bolts All 38
Cylinder Head:
Head to cylinder Studs 15 Bore 220 -250

* +,
! & "'( %
"# "$
$ %
) %
Head to cylinder Stud nuts 15 Bore 600
Head to cylinder Studs 13-1/4 Bore 8-1/8 height
Head to cylinder Stud nuts 13-1/4 Bore 490
Precambrian hold down flange Bolts All LE 70
Pilot fuel check valve clamp Bolts All LE 15
Spark plugs Plugs All 60
Indicator cock Valve All 70
Control Box and Layshaft 1
Control box to frame Stud nuts 1 95
Control box to frame Stud nuts 2,3, & 4 160
Support bracket on crank end of Bolts All 45

layshaft
Cover on crank side of control Bolts All 10 -12

box
Caps for hydraulic power Bolts All 11

plungers
Cover on top of control box Bolts All 25
Gears in control box Set Screws All 25
Cams in control box Set Screws All 25
Ajax governor drive gear Nut All 0.003 - 0.006

clearance
Woodward gov. drive gear Nut All 7 - 15 (line up with

pin)
Crosshead and Piston Rod:

! & "'( %
"# "$
$ %
) %
Compressor guide to frame Stud nuts All, C 280 - 300
Rod packing ass’y to x-head Bolts All 38

guide
Piston rod to crosshead Nut All, P & C 3200
Crosshead set screws Set screws All 55
Crosshead jam nuts Nuts All 50
Note #1: Key to “Type of Unit” Abbreviations
1 = 2201 & 2801

2 = 2202 & 2802
3 = 2803
4 = 2804
C = Compressor
P = Power Side
Note #2: Torques are based on the use of Lubriplate
Table 2: General Torque Table for Fasteners
) 2 & "'( & "'( %

. / %3 3
$ ' 45 45
)0 1
#8 32 2 2.5
#8 36 2 2.5
#10 24 3 3.7
#10 32 3 3.7
1/4” 20 5 6
28 6 7.5
-
* +,
) 2 & "'( & "'( %

. / %3 3
$ ' 45 45
)0 1
5/16” 18 10 12
24 11 13
3/8” 16 17 20
24 18 21
7/16” 14 28 34
20 30 36
1/2” 13 43 53
20 50 60
9/16” 12 62 75
18 71 85
5/8” 11 85 103
18 100 120
3/4” 10 155 190

16 190 225
7/8” 9 250 310

14 280 340
1” 8 340 415
12 385 460
14 400 475
1-1/8” 7 450 550

8 475 575
12 525 625
1-1/4” 7 660 795

8 690 830
12 760 895
1-3/8” 6 870 1020

8 940 1090
12 1000 1150
1-1/2” 6 1150 1370

8 1220 1440
12 1310 1530
1-5/8” 6 1430 1690

8 1510 1770
12 1610 1870
6
) 2 & "'( & "'( %

. / %3 3
$ ' 45 45
)0 1
1-3/4” 8 1920 2260

10 1990 2330
12 2050 2400
• Torque values are for Grade 5 fasteners.

• Values are Based on the use of Lubriplate.
• For torques less than 10 lb-ft, a lb-in torque wrench should be used to improve accuracy (mul-
tiply the torques in this table by 12 to get lb-in).
7
Section 2 – Package Drawings
Vendor Bulletin No.
General Arrangement .......................................... Ajax 02-00-T05Z-419

Section 3 – Engine
Operation and Maintenance Manual
– Integral Engine-Compressors .......................... Ajax
Frame and Engine Crossheads ..................... 0102-000
Crankshaft and Flywheel................................ 0202-000
Power Connecting Rod .................................. 0300-000
15” Power Cylinder......................................... 0500-200
Fuel Distribution System ................................ 0802-002-01
Gas Injection Valve................................................... YAE-5100
Ignitor......................................................................... YK-8209-C-2
Control Box and Layshaft ............................... 0902-000
Air Intake System ........................................... 1002-000-01
Cooling System .............................................. 1102-200
Divider Block Lubrication System................... 1202-000-03
Integrated Governor Throttle Body................. 1302-000-08
Lubricator Drive Assembly ......................................... YAE-5581
Alternator Drive Assembly .......................................... YAE-1561-E-1
Compressor Crossheads and Guides ............ 1402-000
Compressor Connecting Rod ......................... 1512-000
Non - Shielded Ignition System ...................... 1802-000-03
Altronic I Service Manual..................................... Altronic
Altronic I Installation ............................................ Altronic
Ignition Coil, 591-010........................................... Altronic 591-010
Ignition System Wiring Schematic ....................... Altronic 109 022

Operation and Maintenance Manual
Chapter 1
Safety Information
This chapter provides safety instructions and procedures that are intended to help
prevent injury in the operation and maintenance of Ajax engines, compressors,
and auxiliary equipment. These safety procedures should not be considered as
the only precautions to be taken. Good judgement and careful safety practices
should always be used. Safety topics covered in this chapter include:
• Warning, Caution, and Notice Symbols
• General Precautions
• Engine Maintenance Precautions
• Compressor Maintenance Precautions
• Warning, Caution, and Notice Decals
Do not operate or attempt to operate this equipment unless you have had
the proper training approved by Cameron Compression Systems, Ajax
Division. For training information, contact The Learning Center, Cameron
Compression Systems, 16250 Port Northwest Drive, Houston, Texas, 77041 at
713-354-4062 or Rick.Ykema@c-a-m.com.
Chapter 1 - Safety Information 1

Warning, Caution, and Notice Symbols
Warning, Caution, and Notice Symbols

A warning symbol indicates that if the specified precaution is not heeded, there
is substantial risk of serious injury or death along with damage to property. A
warning symbol may appear as follows:
WARNING: THE IGNITION SYSTEM PRODUCES EXTREMELY HIGH

VOLTAGE. DO NOT TOUCH HIGH TENSION
TERMINALS WHEN THE ENGINE IS OPERATING.
A caution symbol indicates that if the specified precaution is not heeded, damage
to equipment and/or personal injury may result. A caution may appear as
follows:
CAUTION: To insure against any hazardous malfunction of this

equipment, always use the specified parts when making
repairs.
A notice indicates an essential operating procedure or condition which must be

highlighted. A notice may appear as follows:
Notice: When changing the engine lubricating oil, also change the filters.
General Precautions
• Follow all safety rules and operating procedures put in place by the
company that owns and operates this equipment.
• Read and understand the instruction manual prior to operating this

equipment to become familiar with the safety, design, and operating
features.
• Always wear safety glasses or goggles, steel-toe safety shoes, and hearing
protection. (Other equipment may be required by the equipment owner).
• 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.
2 Ajax Engine-Compressor Operation and Maintenance Manual

General Precautions
• Locate the 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.
• 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 several hours after the unit
has been shut down.
• When draining the coolant and lubricants, prevent contamination of the

environment by the equipment fluids. Refer to the equipment owner’s
material safety data sheets for additional information. (Remember:
Antifreeze/Glycol solutions, as well as most lubricants, are flammable).
• 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.
• 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.
• Use fans, blowers, etc., during maintenance and clean-up work in enclosed
areas to remove fumes from cleaning solvents and vented gases.
• Use ladders, platforms, etc. where possible when working on elevated

work surfaces. Always stand on stable surfaces when working on this
equipment.
• Before starting any equipment, make sure all nearby personnel are aware
of the start up and are clear of the equipment.
• 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.

Engine Maintenance Precautions
Engine Maintenance Precautions

• Shut down the engine first, then prevent is 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.
• 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.
• 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.
• Do not remove engine cover doors immediately after shutdown. this can
cause a sudden rush 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.
• Check all 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.
• After completion of maintenance work, reconnect starter pilot valve line

and open block valve. REMOVE MANUAL BARRING DEVICE, if used
during maintenance.
• 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.
• Be prepared to shut down the engine if an overspeed or other control

malfunction occurs on start-up.
• Before replacing any studs, measure stud height from machined surface
and position replacement stud to the same height.

Compressor Maintenance Precautions
Compressor Maintenance Precautions

• Shut down the compressor first, then prevent it from being started before
the work is done. (see ENGINE MAINTENANCE PRECAUTIONS
section previously if the compressor is engine driven). If driven by an
electric motor, 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. Suctions and discharge block
valves (see sight plan for location) must be closed to prevent gas from
flowing into the compressor during maintenance. (Gas pressure could
rotate the compressor and cause injury if not shut off and ventilated
properly - see compressor section of this manual).
• 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.
• Before attempting any maintenance or repair on the compressor, vent all

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.
• Unloader control pressure is typically not shown on gauges.
• Vent unloader control pressure line by loosening control line tubing fitting.
• 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.
• Regularly check around compressor and piping gaskets and joints for leaks
which could result in a fire or an explosion.

Warning, Caution, and Notice Decals
• Test all pressure gauges on a periodic basis (see maintenance schedule) to

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

completed and REMOVE MANUAL BARRING DEVICE, if used during
maintenance, before starting unit.
WARNING: WARNING, CAUTION, AND NOTICE DECALS MUST BE

VISIBLE, READABLE, AND ATTACHED TO THE UNIT.
ANY TAGS REMOVED DURING REPAIR WORK MUST
BE REPLACED, AS WELL AS TAGS THAT HAVE BEEN
DAMAGED.
Warning, caution, and notice decals will be placed so that they are visible to the
operator while the engine is running. Ajax 2802LE units have the following
decals:
General Warning, BM-21178-1

Compressor Discharge Valve Warning, BM-211812-1
Compressor Suction Valve Warning, BM-21183-1
Flywheel or V-Belt Guard Warning, BM-21181-1

Lubricant Caution, BM-21180-1
Flywheel Rolling Warning, BM-21184-1
Extreme Heat Caution, H6043-22CHBK

Coolant Lube Pump Notice, BM-21185-1
Electrical Ground, IEC-5017a-AAC


Chapter 2
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 all 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:
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.
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.
Notwithstanding 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.
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
Chapter 2 - Warranty 11
Warranties to Original Purchaser (Non-Transferable).
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 this 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 rates then in effect at the time of the test.
Purchase 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 Purchaser’s sole and exclusive remedy hereunder
shall be that set forth in paragraph (a) above.
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 noise
level 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 wit 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
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. Purchaser
shall pay freight charges in connection with the return or replacement of any
Equipment or parts that are found not to be in compliance. Notwithstanding the
foregoing, the Seller shall have no obligation under this warranty as a result of
installation, repairs or modifications not made by the Seller, or as a result of

removal, improper use, improper operation, or misapplication of the Equipment

after it has been delivered to the Purchaser.
d)“Warranty As to Equipment Not Made By The Seller”: Equipment parts and

accessories made by other manufacturers and supplied hereunder by the Seller
are warranted only to the extent of the original manufacturer’s warranty to the
Seller.
e) “EXCEPT AS SET FORTH HEREIN, AND EXCEPT AS TO TITLE IT IS

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

CONSEQUENTIAL OR INCIDENTAL DAMAGES, NOR FOR LOSS OF
ANTICIPATED PROFITS NOR FOR LOSS OF USE OF ANY EQUIPMENT,
INSTALLATION SYSTEM, OPERATION OR SERVICE INTO WHICH THE
GOODS OR PARTS MAY BE PUT, OR WITH RESPECT TO WHICH ANY
SERVICES MAY BE PERFORMED BY SELLER.” “THIS LIMITATION ON
SELLER’S LIABILITY SHALL APPLY TO ANY LIABILITY FOR
DEFAULT UNDER OR IN CONNECTION WITH THE GOODS, PARTS OF
UNIT SALES OR SERVICES DELIVERED HEREUNDER, WHETHER
BASED ON WARRANTY, FAILURE OF OR DELAY IN DELIVERY
OTHERWISE.” “ANY ACTION FOR BREACH OF CONTRACT
HEREUNDER MUST BE COMMENCED WITHIN ONE YEAR AFTER THE
CAUSE OF ACTION HAS ACCRUED.:”
Chapter 2 - Warrany 13

Chapter 3
Design and Application
Integral Crankshaft
The integral one piece forged steel crankshaft has both engine crank throws and
compressor crank throws. Main bearings consist of two types: the single and
twin machines have double tapered roller bearings as mains. Twins also have a
sleeve type bearing in the center of the crankshaft that must be shimmed to
achieve the correct clearance. The three and four cylinder units use precision
sleeve type bronze backed bearings. The forged steel connecting rods in all units
have precision bronze backed bearings at the crank journal and bronze bushings
at the crosshead end. Heavy duty babbited cast iron crossheads and 4140 steel
piston rods complete the drive train.
Power and Compressor Cylinders

The engine pistons are made of cast iron, while the compressor pistons may be
either cast iron or aluminum, depending on the balancing requirements and the
application. The power cylinders which are of the ported two cycle design are
made of high grade cast iron and have chrome plated bores. Hard iron plating is
available for special applications. The compressor cylinders may be either cast
iron or forged steel, depending on the pressure requirements of the application.
Power and compressor piston rods pass through stuffing boxes containing oil
wiper packing, so the crankcase is isolated from the by-products of the power
and compressor cylinders.
Low Emission Applications

LE, or low emissions applications, use jet cells, or precombustion chambers,
which are installed in the power cylinder heads. The high-energy torch issuing
from the pre-chamber allows the main chamber to be operated with a leaner
mixture and consistently ignited, as compared to a conventional spark plug
ignition of a lean mixture. In addition, jet cells improve combustion stability and
improve fuel consumption when operating at variable speeds and reduced
torque.
Chapter 3 - Design and Application 15

Lubrication System
Lubrication System
Lubrication of the crankcase, including crankshaft and layshaft assemblies, is
accomplished with a combination of splash and flood lubrication systems, while
the power cylinders, compressor cylinders, and pressure packing are lubricated
through a pressurized force feed system.
Fuel and Cooling Systems

A hydraulic fuel injection system injects the fuel gas into the power cylinders.
Altronic capacitor discharge solid state ignition is standard equipment on all
models. The power end cooling system utilizes a standard fin tube cooler, with
the coolant being circulated by a centrifugal water pump.
To identify various components of the integral gas engine-compressor, reference

is made to the flywheel side and cooler side of the unit. When standing at the
power cylinder end, the cooler side of the unit is to the left while the flywheel
side is to the right. The power and compressor cylinders are numbered, starting
at the flywheel side of the unit. When viewed from the flywheel side, the
crankshaft rotation is clockwise. Shown in Figure 3-1 is a typical 2802LE Ajax
engine-compressor unit.

Basic Application
Figure 3-1: Ajax DPC 2802LE Compressor
Basic Application
Ajax engine-compressor units are designed for continuous heavy duty operation
and perform best when loaded near rated capacity at the operating speed.
Performance curves furnished for each unit show compressor capacity versus
suction and discharge pressures at maximum rated unit speed. The rated

Two-Cycle Principle of Operation
horsepower of the engine-compressor unit can be used as the continuous duty

design capacity at sea level and 60º F ambient temperature without de-ration.
When the engine-compressor installation is to be located at an appreciable

elevation above sea level, or in ambient temperature exceeding 60 F, de-ration of
the rated horsepower must be taken into consideration in applying the engine-
compressor unit to the anticipated condition of loading.
The power that any gas engine can deliver decreases with an increase in altitude
and/or temperature of the air at the intake, due to the reduction in air density and
weight of oxygen for combustion in a given volume. The calculated reduction in
horsepower is 3 per 1,000 feet above 1,500 feet elevation and 1% for each 100º F
temperature rise above 60º F.

The two stroke cycle has one working stroke of the piston for each revolution of
the crankshaft. Compression, firing, expansion, exhaust, and scavenging take
place in that order, and because these events are completed in two strokes of the
piston, this is called the two-cycle design. The piston moves toward the cylinder
head, it first closes the intake ports, then the exhaust ports, trapping a fresh
charge of air. A charge of fuel gas is injected into the cylinder at this point. The
piston compresses this mixture, which is ignited by the spark before but near top
dead center (TDC). This burning produces a rise in pressure, which forces the
piston toward the crank end on its power stroke. Expansion of the gases
continues until the piston uncovers the exhaust ports, permitting escape of the
burned gases. As the piston moves further toward the crank, the intake ports
open and the entering air displaces the remaining burned gases. After reaching
the crank end of the stroke, the piston starts toward the cylinder head on another
cycle.
The crosshead construction of this engine-compressor permits complete isolation

of the crankcase from the engine cylinder chamber. By this design, the crank end
of the piston and cylinder forms a scavenging chamber and provides an efficient
scavenging pump.
On the compression stroke, a partial vacuum is created in the scavenging

chamber at the crank end of the cylinder. The differential in pressure opens the
check valves and a fresh air charge enters until the piston reaches the firing end
of the stroke. The power stroke of the piston snaps the check valves closed and
compresses this air in the scavenging chamber above atmospheric pressure.

When the intake ports are opened in the cylinder, the slightly compressed air
transfers to the combustion chamber.
Figure 3-2 illustrates the two-cycle principle 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. The scavenging process takes place
while exhaust and intake ports are uncovered at the conclusion of the power
stroke.
Figure 3-2: Two Cycle Principle of Operation


Chapter 4
General Data
This chapter provides General Specifications and Data of Ajax Units,

including:
• Power and RPMs
• Engine Specifications
• Compressor Specifications
• Estimated Weights and Dimensions
• Engine Component Dimensional and Clearance Data
• Compressor Component Dimensional and Clearance Data
• Torque Table for Critical Ajax Fasteners
• General Torque Table for Fasteners
General Specifications
Manufacturer and Packager .......................................... Cooper Compression -
Ajax Division
Model ......................................................................... Ajax 2800 Series

(2801,2802)
Type ........................................................................... Naturally Aspirated,

Slow Speed, 2 Stroke
Cycle, Integral Gas
Engine-Compressor
Engine Standard .......................................................... DEMA
Compressor Standard................................................... API 11P (Refer to Ajax

Comments and
Exceptions to API
11P).
Expected Site Loading .................................................. 100% of Maximum

Continuous
Chapter 4 - General Data 21

Power and RPMs
Expected Site RPM ...................................................... 440 to 265 (100% of

Maximum, to
Minimum)
Expected Site Availability .............................................. 98%
Factory Re-Building ...................................................... No
Site Overhaul Time ...................................................... 40,000+ Hours
Expected Life............................................................... 25-40 Years
Power and RPMs

Rate Power (2801)....................................................... 192 HP, 100º F and
less than 1500º F
Rate Power (2802 Non-LE) ........................................... 422 HP, 100º F and

less than 1500º F
Rate Power (2802LE) ................................................... 384 HP, 100º F and

less than 1500º F
Rated Speed/Overspeed (RPM) ..................................... 440/475
Speed Range(RPM) ...................................................... 265-440
Minimum Loading Speed .............................................. 70%
Minimum Loading Torque ............................................. 50%
Minimum Brake Horsepower (2801) .............................. 96
Minimum Brake Horsepower (2802) .............................. 192
Rated BMEP(2801LE and Non-LE) ................................. 60.1
Rated BMEP(2802 Non-LE ............................................ 70.1
Rated BMEP(2802 LE ................................................... 60.1
BMEP Minumum (PSI) .................................................. 31
Speed at 70% of Maximum (RPM) ................................ 308

Basic Specifications - Engine
Basic Specifications - Engine

Type ........................................................................... 2-Stroke, Horizontal,
Naturally Aspirated,
Directional Port
Scavenged, Gas
Injected, Natural Gas
Fueled
Fuel Gas Consumption(LE) ........................................... 7800 BTU/BHP-HR,

Natural Gas, Raw
or Treated
Fuel Gas Consumption(Non-LE) .................................... 8000 BTU/BHP-HR,

Natural Gas, Raw
or Treated
No. of Power Cylinders (2801) ...................................... 1
No. of Power Cylinders (2802) ...................................... 2
Power Cylinder Bore (inches) ........................................ 15”
Power Cylinder Stroke (inches) ..................................... 16”
Cylinder Displacement (cubic inches)............................. 2,827
Piston Speed ............................................................... 1,173 ft/min
Fuel Gas System .......................................................... Integrated Governor

Throttle Body IGTB),
hydraulic gas injection
Speed Control.............................................................. Manual (Standard)
Exhaust Temperature Monitor Yes, Individual

Cylinder
Exhaust Temperature at Full Load (2801LE and 2802LE). 700ºF - 750ºF
Exhaust Temperature Shutdown.................................... 10-12% Above

Normal Exhaust Temp
(see “Exhaust
System” in Section 5)
Cylinder Differential Temperature .................................. 20º
Crankshaft Rotation (Facing Flywheel) ....................... Clockwise

Compressor Specifications
No. of Compression Throws(2801) ................................ 1
No. of Compression Throws(2802) ................................ 2
Compressor Cylinder Stroke(inches) .............................. 11”
Compressor Piston Speed(ft/min).................................. 806@440
Rod Diameter (inches) ................................................. 2.5” (Standard)
Maximum Allowable Rod Load (2801)............................ 30,000 lbs
Maximum Allowable Rod Load (2802)............................ 33,000 lbs
Speed Governing ......................................................... IGTB Woodward -

Ajax Electronic
24VDC Governor
Ignition System (2801-2802) ....................................... Altronic I (Standard)
Instrument Panel (Standard) ........................................ Murphy Solid State

Digital Electronic
Devices
Air Cooler.................................................................... Fin Fan Type, Belt

Driven From
Crankshaft
Table 1: Estimated Weights and Dimensions
L (in) W(in) H(in) Weight (lbs)
Main Skid 315 295 156 110,500
Cooler Skid INCL INCL INCL INCL

Table 2: Engine Component Dimensional and Clearance Data
Item As New Limits Max. Acceptable (inches)

(inches)
15” Cylinder Bore 14.997 - 15.001 Up to 15.013, Max .002 TIR
15” Piston Skirt 14.968 - 14.970 Down to 14.961

Diameter
15” Piston to .027 - .033 Up to .045

Cylinder Clearance
15” Piston Ring 1 .010 - .0125 Up to .015

& 2 Side Clearance
15” Piston Ring 3 .008 - .0105 Up to .013

& 4 Side Clearance
15” Piston Ring .115 - .135 Up to .145

End Gap
131/4” Cylinder 13.247 - 13.251 Up to 13.263, Max. .002 TIR

Bore
131/4” Piston Skirt 13.220 - 13.222 Down to 13.213

Diameter
131/4” Piston-to- .025 - .031 Up to .045

Cylinder Clearance
131/4” Piston Ring 1 .010 - .0125 Up to .015

& 2 Side Clearance
131/4” Piston Ring 3 .008 - .0105 Up to .013

& 4 Side Clearance
131/4” Piston Ring .100 - .126 Up to .145

End Gap
Piston Rod 2.497 - 2.500 Down to 2.495


(inches)
Crosshead-to- .009 - .013 Up to .016

Guide Clearance
NOTICE: determine the minimum clearance by passing the thickest feeler

gauge possible over the top of the crosshead to project out the opposite side.
Then slide the gauge along the entire length of the crosshead-to-guide fit.
Conn Rod Pin 5.5044 - 5.5069 Up to 5.509

Bushing I.D.
Conn Rod Side .010 - .026 Up to .029

Clearance
Crosshead Pin O.D. 5.4995 - 5.5000 Down to 5.4985 Max .001 TIR
Crosshead-to-Pin .0044 - .0074 Up to .0085

Clearance
Conn Rod Bearing 7.503 - 7.505 Up to 7.507 Max .001 TIR

Bore
Crank Pin O.D. 7.499 - 7.500 Down to 7.4975 Max .0015 TIR
Crank Pin-to- .0044 - .006 Up to .0075

Bearing I.D.
Clearance
Main Bearing 8.374 - 8.375 Down to 8.3725

Journal O.D.
Main Bearing I.D. 8.3796 - 8.3816 Up to 8.3831 Max .002 TIR
Main Journal-to- .0046 - .0076 Up to .0091

Bearing I.D.


(inches)
Main Bearing .010 -.020 Up to .022

Thrust
Layshaft Bearing 1.502 - 1.503 Up to 1.504

Bore
Layshaft O.D. 1.498 - 1.500 Down to 1.497
Layshaft O.D.-to- .002 - .005 Up to .007

Bearing Bore
Clearance
Center Main 7.754 - 7.756 Up to 7.757

Bearing I.D. on
Twins
Crankshaft Journal 7.749 - 7.750 Down to 7.748

on Twins
Center Main-to- .004 - .007 Up to .0084

Journal Clearance
on Twins
Table 3: Compressor Component Dimensional and Clearance Data

(inches) (inches)
Cylinder Bore ** **
Piston Rings & ** **

Riders
Piston-to-Cylinder ** **
Clearance

Table 3: Compressor Component Dimensional and Clearance Data

(inches) (inches)
Piston Rod, 21/2 2.497 -2.500 2.495
Piston Rod, 21/4 2.249 - 2.250 2.2455
Crosshead-To-Guide .011 - .015 Up to .018

Clr.
Connecting Rod Pin 4.5035 - 4.5062 Up to 4.507

Bushing I.D.
Crosshead Pin O.D. 4.4995 - 4.500 Down to 5.4985
Pin Bushing-to-Pin .0044 - .006 Up to .0066

Clearance
Connecting Rod 7.503 - 7.505 Up to 7.506

Bearing I.D.
Crank Pin O.D. 7.499 - 7.500 Down to 7.498
Crank Pin-to-Rod .0042 - .0066 Up to .008

Bearing Clearance
Fastener Location Type of Type of Unit Torque (lb-ft)

Fastener (Reference (Note #2 or
Note #1) other
indicator)
Frame and Crankshaft:
End covers/bearing supports Bolts 1 150


Note #1) other
indicator)
Front end bearing support Bolts 1&2 25
Center main bearing Bolts 2 95
Center main bearing cap Bolts 2 250 - 265
Crankshaft counterweight Stud nuts 1 520 - 600
Flywheel ringfeder Bolts All 185
Drive shaft ringfeder Bolts All 185
Main bearing cap Studs 3&4 250
Main bearing cap Stud nuts 3&4 360
Tie bars to frame Bolts 3&4 260
Top Center for crosshead guide Bolts 3 100
Power cylinder to frame Bolts All 490
Connecting rod caps Bolts All, P & C 650 - 700
Power cylinder side cover plate Allen Bolts All 38
Cylinder Head:
Head to cylinder Studs 15 Bore 220 -250
Head to cylinder Stud nuts 15 Bore 600
Head to cylinder Studs 13-1/4 Bore 8-1/8 height
Head to cylinder Stud nuts 13-1/4 Bore 490
Precambrian hold down flange Bolts All LE 70


Note #1) other
indicator)
Pilot fuel check valve clamp Bolts All LE 15
Spark plugs Plugs All 60
Indicator cock Valve All 70
Control Box and Layshaft 1
Control box to frame Stud nuts 1 95
Control box to frame Stud nuts 2,3, & 4 160
Support bracket on crank end of Bolts All 45

layshaft
Cover on crank side of control Bolts All 10 -12

box
Caps for hydraulic power Bolts All 11

plungers
Cover on top of control box Bolts All 25
Gears in control box Set Screws All 25
Cams in control box Set Screws All 25
Ajax governor drive gear Nut All 0.003 - 0.006

clearance
Woodward gov. drive gear Nut All 7 - 15 (line up with

pin)
Crosshead and Piston Rod:
Compressor guide to frame Stud nuts All, C 280 - 300


Note #1) other
indicator)
Rod packing ass’y to x-head Bolts All 38

guide
Piston rod to crosshead Nut All, P & C 3200
Crosshead set screws Set screws All 55
Crosshead jam nuts Nuts All 50
Note #1: Key to “Type of Unit” Abbreviations
1 = 2201 & 2801

2 = 2202 & 2802
3 = 2803
4 = 2804
C = Compressor
P = Power Side
Note #2: Torques are based on the use of Lubriplate
Table 5: General Torque Table for Fasteners (for use when a torque is not
specified)
Fastener Threads Per Torque (lb-ft) Torque (lb-ft)

Size: By Inch With Without
Number or Lockwasher Lockwasher
Thread Dia.
#8 32 2 2.5
#8 36 2 2.5
#10 24 3 3.7

specified)

Thread Dia.
#10 32 3 3.7
1/4” 20 5 6
28 6 7.5
5/16” 18 10 12
24 11 13
3/8” 16 17 20
24 18 21
7/16” 14 28 34
20 30 36
1/2” 13 43 53
20 50 60
9/16” 12 62 75
18 71 85
5/8” 11 85 103
18 100 120
3/4” 10 155 190

16 190 225
7/8” 9 250 310

14 280 340
1” 8 340 415
12 385 460
14 400 475
1-1/8” 7 450 550

8 475 575
12 525 625
1-1/4” 7 660 795

8 690 830
12 760 895
1-3/8” 6 870 1020

8 940 1090
12 1000 1150

specified)

Thread Dia.
1-1/2” 6 1150 1370

8 1220 1440
12 1310 1530
1-5/8” 6 1430 1690

8 1510 1770
12 1610 1870
1-3/4” 8 1920 2260

10 1990 2330
12 2050 2400
Qualifying Notes:
• Torque values are for Grade 5 fasteners.
• Values are Based on the use of Lubriplate.
• For torques less than 10 lb-ft, a lb-in torque wrench should be used to
improve accuracy (multiply the torques in this table by 12 to get lb-in).


Chapter 5
Unit Installation
This chapter provides instructions on setting and installing an Ajax DPC-2801/

2802 integral engine-compressor. Topics in this chapter include:
• Installation Design
• Setting a Portable Ajax Compressor
• Sheave and Flywheel Installation
• Field Connections (Fuel Gas System/Start System)
• Exhaust System Installation and Design
Installation Design
When designing the engine-compressor installation, several factors should be
taken into consideration which can affect the overall performance of the
installation:
• An adequate foundation must be provided to assure a stationary mounting

base for the engine-compressor skid and any accessory equipment not
mounted on the skid. If the unit is installed inside a building or adjacent to
other machinery, sufficient space must be allowed around the unit to
facilitate maintenance and service work to be accomplished. (Refer to
“Foundation” drawing in Section 15).
Notice: Arrangements should be avoided which result in hot air from the
muffler or cooler flowing to the air inlet of the cooler or air
cleaner
• Air cleaners may be located outside the building to avoid heat generated by
the unit; however, direction of prevailing winds should be considered in
their location.
Chapter 5 - Unit Installation 37

Setting a Portable Ajax Compressor
• Installation of units inside buildings should be designed to allow for the

passage of hot air from the coolers to the outside through adequate natural
ventilation or through ducting to the outside of the building. Unitized
vertical discharge coolers may frequently be installed outside the building
to ease the disposal of heated air.
• The exhaust system must be properly designed for the operating conditions
of the engine-compressor, both for proper scavenging of the power
cylinders, and for correct dissipation of exhaust heat. Recommended
exhaust pipe size and length are established for the engine compressor unit
at various operating speeds (refer to “Exhaust System” below) Muffler
type and size are also critical to good operation, and recommendations
have been established for this equipment.
• The instrument panel should be located in a location convenient for the

operator.

Ajax compressors with a concrete filled skid or separate concrete filled base can
be set directly on the ground.
Before setting the portable compressor the site must be analyzed for its load
bearing capacity, and have a sand filled, level, rectangular pit.
The rectangular pit’s length and width is illustrated in Figure 5-1. Its depth
depends upon the height of the skid’s I-beam. Conventional depth is 1/4 of the
beam’s height plus 6” for the sand pad. For example, if the main skid beam is
12”H, then 1/4 x 12” - 3”, plus 6” of sand = 9” deep pit. Also, it must be level
and well drained.
After the sand is put into the pit, arrange a trough beneath the crankshaft area of
the skid. Its dimensions should be 3” deep, 2” either side of the crankshaft center
line, and the width of the pit. This will allow any discontinuities on the skid’s
bottom to be supported by sand as it migrates to fill voids during engine
operation.

Crankshaft Centerline
Skid Footprint
Trough Beneath
Crankshaft Area
Sand Pad
Figure 5-1
After the compressor package is set on the sand pad and leveled, put additional
sand along the full length of the skid’s outside runners. The top of the ramped up
sand should be halfway up the height of the skid runner as illustrated in Figure 5-
2.
Skid Runner
Sand
Ramp
6”+ 1/4 H
Ground
1/2 H 6” Sand Pad
Figure 5-2

Installation of Sheave and Flywheel
After the compressor starts running, the “energy” of the skid will pull the sand
under the skid - filling voids and building up a dense and reliable foundation.
Care must be taken to maintain a supply of sand to the areas from which it
migrated under the skid.
This process should allow the compressor package to “settle in” and produce a
smooth running unit.
Setting the compressor upon a sand pad that is not below grade (Figure 5-3) IS
NOT RECOMMENDED. The sand can easily was or migrate away from
beneath the compressor.
Figure 5-3

The flywheels and sheave of 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 is to required position. The hub outside diameter may be greased.
Notice: 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 5-4:
Figure 5-4: Flywheel Cross-Section
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.
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 counter clockwise sequence (not in diametrically opposite
sequence). Several passes are required until all screws are torqued to the
specified tightening torque. See Table 1.
Table 5-1: Screw Tightening Torques, Sheave and Flywheel

Part Number Hub of Unit Model Torque ft-
LPs
BM-11878-D-1 Sheave 2201,2202,2801,2802 185
BM-11878-D-2 Flywheel 2201,2202,2801,2802 185

Field Connections
8. Check and make sure that no screw will turn any more 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 5-5
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. Re tighten screws following same sequence as before, and check
that runout is within tolerance.
Figure 5-5: Flywheel Tolerances
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 jam-
ming of the collar will be avoided.
2. Any rust formed adjacent to hub must be removed first. Once the screws
are loose, pull hub from shaft.
Re-Installation
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.
Field Connections
Fuel Gas Piping
Every engine-compressor unit is supplied with fuel gas piping. A Fisher 627
Series pressure regulator is included to reduce fuel gas of 150 PSIG maximum
inlet pressure to that required at the inlet of the engine. For the DPC-2802LE,
this inlet pressure is 15 PSIG.

Field Connections
If the fuel supply pressure is greater than 150 PSIG, an additional pressure
regulator will be necessary to reduce the fuel supply pressure below 150 PSIG.
Fuel gas connection sizes and pressure regulator specifications for the fuel
system are shown in Table 5-2 below.
Notice: The recommended sizing and hook-up should be strictly followed

as any deviation from these standards can greatly impair engine
performance.
Particular attention should be given to orifice sizing and spring selection in the
regulator to insure maintenance of correct fuel pressure to the engine.
Table 5-2: Fuel Gas Connection Sizes and Regulator Part

Number
Fisher Regulator Size and
Model Number 2” - 627
Fisher Regulator Part
Number (Ajax) 2040 6430
(Refer to the vendor literature section of this manual for more detailed
information on the Fisher pressure regulator. See also #TP 02-22- series drawing
for location of regulator in start piping.)
An automatic shut-off valve is used to close off the fuel gas supply to the unit in
event of an emergency shutdown. This fuel valve should be located between the
fuel regulator and the throttle valve. (see Vendor Literature section for safety,
operation, installation, and maintenance information for this shut-off valve).
Air Starting System

A TDI Model T100 TURBOTWIN air startermotor is standard on all DPC-2800
series engine-compressors. The TURBOTWIN starters are powered either with
compressed air or natural gas (and “sour” natural gas as well). Small amounts of
liquid or foreign matter in the air stream will not damage the starter motor.
Maximum inlet pressures for air or gas are approximately 60 psig for ultra low
pressure motors, 90 psig for low pressure motors, and 150 psig for high pressure

Field Connections
(standard) motors. Table 5-3 below lists both the manufacturer and the Ajax part
numbers for the three different types of starter motors.
Table 5-3: Starter Motor Pressure Ratings and Part Numbers
Max Inlet Pressure Rating TURBOTWIN Starting Motor Part

(psig) Number (Ajax)
60 BM-11679-S-1
90 BM-11679-Q-1
150 BM-11679-R-1
The starter motor is equipped with a starter drive, which engages with a gear on
the flywheel to start the unit (see Figure 5-6 below).
Figure 5-6: TDI Model T100 Air Starter Motor
Refer to vendor literature for detailed installation and maintenance information

for the TDI Turbotwin Starter Motor.

Exhaust System Installation and Design

Exhaust Pipe and Mufflers
Because of the port scavening design of Ajax engines, the design and installation
of the exhaust system is critical to satisfactory performance of the engine
compressor. The following recommendations as to the size and length of the
exhaust pipe and the size and type muffler used must be strictly followed:
• The full length of the exhaust pipe must be the same pipe size as the flange
on the exhaust manifold.
• Use as few elbows as possible, preferably no more than two, and always
use long radius elbows.
• Mufflers should be installed at the end of the recommended length of

exhaust pipe.
Table 5-4: Current Product Pipe Length

All 2800 LE Units 15’6”
All 2800 Non-LE Units 15’
All 2200 Units 14’4”
Exhaust Temperature Shutdown Settings

Normal exhaust temperatures will vary from unit to unit as the result of a number
of variables, i.e. load, heat value and constituents of fuel gas, ambient
temperature, altitude, inlet air filter arrangement, etc.
To establish a normal exhaust temperature, the unit should be loaded and run
until all engine parameters are stable, i.e. load, engine and compressor jacket
water temperature, oil temperature, etc. Once this is accomplished, record your
exhaust temperatures as normal for subject unit.
The set point for high exhaust temperature shutdown can now be set at 10-12%
above normal exhaust temperature.
Example: If normal exhaust temperature = 700º F, then the high exhaust

temperature shutdown setting = 780º F.
Maximum exhaust temperature shutdown settings should not exceed 820º F on

any Ajax engine.

Chapter 6
Unit Start-Up
Power Cylinder Pre Start-up Servicing

Before starting the engine-compressor, the following servicing steps must be
performed. Refer to the General Data Section for capacities, sizes, etc.
1. Fill crankcase to proper level with oil. Proper method of determining oil
level is explained in Section 1, which also contains specifications for
suitable lubricants.
2. Remove side cover plates check cross-head clearances.
Notice: Refer to Section 4, table 7 - Engine Component Dimensional &

Clearance Data, for Cross-Head Clearance Specs.
3. Throw oil on all cross-head guide surfaces and all piston rods until
reservoirs around cross-heads are full and oil overflows into bottom of
crankcase.
4. Pour oil in control box
5. Fill cooling system with a solution of water containing rust inhibitor or

anti-freeze which must be mixed before pouring into the cooling system.
Consult cooler manufacturer’s instruction sheets for recommendations for
rust inhibitors.
6. Tighten all cap screws and head stud nuts. Gaskets shrink in time. After
engine is up to operating temperature, torque head stud nuts again.
7. Disconnect all lubrication lines at cylinders and prime lubricator pumps

by hand until oil lines are completely full and free of air.
8. Bleed fuel system at, or close to, the fuel injection valve until fuel gas
system is free of air.
9. Check fuel injection hydraulic system reservoir and hydraulic lines for
dirt. Clean, if necessary, and fill with Ajax hydraulic fluid and bleed air
from hydraulic lines.
Chapter 6 - Unit Start-Up 45

Compressor Cylinder Pre Start-up Servicing
10. Check control panel to insure that all safety devices are connected and
that wiring or connections have not been loosened or damaged during
shipment.
WARNING: MAKE SURE ALL PRESSURE IS RELIEVED FROM THE

CYLINDER BEFORE REMOVING ANY PART
WARNING: AJAX ENGINE-COMPRESSOR UNITS CONTAIN

NATURAL GAS THAT IS FLAMMABLE AND
EXPLOSIVE WHEN MIXED WITH AIR AND EXPOSED
TO AN IGNITION SOURCE. ANYTIME THE
COMPRESSOR HAS BEEN OPENED TO ATMOSPHERE
FOR INSTALLATION OR MAINTENANCE IT MUST BE
PURGED OF AIR PRIOR TO STARTING THE UNIT
1. Clean and remove any debris and dirt from incoming piping before
connecting to the unit.
2. Remove all suction valve covers and cages from the first stage cylinder.
3. Remove suction valves and clean off any debris which may have
collected.
4. Rotate the crankshaft until the first stage compressor is at the outer end
of the stroke. Using feelers, lead, or wax tapers determine the clearance
between the face of the piston and the head end head.
5. Rotate the crankshaft until step 4 can be repeated on the crank end.
6. Loosen the lock nut and set screws on the piston rod at the cross-head in
the frame.
7. Turn the piston rod with a strap wrench to obtain twice as much
clearance on the head-end (step 4) as on the crank end (step 5). The result

will be that two thirds of the total end clearance is on the head end and
one-third is on the crank end. Greater clearance on the head end
compensates for the thermal growth of the piston rod and drive gear to
give approximately equal clearance at operating temperature.
8. Tighten the lock nut and set screws on the piston rod at the cross-head.
9. By looking through suction port holes (valves were removed in step 4)

sight across bore to insure that each discharge valve is installed properly.
Remember that a valve opens in the same direction as the flow of the gas.
A long dowel rod run down throughout the suction port and across the
bore will move the discharge valve plate back and forth if the valve has
been installed properly. (If a dowel rod can open a valve, so can the gas).
10. Replace suction valves, cages, and covers on the first stage cylinder.
Just before replacing the valve covers, insure each valve is installed
properly by moving the suction valve plate back and forth with a
screwdriver.
11. Repeat steps 2 through 11 for the second stage cylinder and succeeding
stages.
12. By manually operating lubricator pumps, remove all air from the
lubrication tubing lines and prelube the piston rod packing and cylinder
bore of each cylinder.
13. Check cooler drive belts for tightness.
14. Adjust variable volume pocket to full open (outward) position. Apply
thread lubricant to adjusting thread. Consult unit performance curve and
make clearance adjustments to compressor cylinders based on existing
operating conditions.
15. Pressurize compressor cylinders and check for leaks. Replace or tighten
as required to stop leaks.
16. Position line valves according to furnished start-up arrangement.

Compressor Purging
Compressor Purging
WARNING: AJAX ENGINE-COMPRESSOR UNITS CONTAIN

NATURAL GAS THAT IS FLAMMABLE AND
EXPLOSIVE WHEN MIXED WITH AIR AND EXPOSED
TO AN IGNITION SOURCE. ANYTIME THE
COMPRESSOR HAS BEEN OPENED TO ATMOSPHERE
FOR INSTALLATION OR MAINTENANCE IT MUST BE
PURGED OF AIR PRIOR TO STARTING THE UNIT
After any of the following events, the below purging procedure must be used:
• initial installation
• valve cap removal
• scrubber maintenance
• process piping removal
• gasket replacement.
Purging Procedure
1. Close the bypass valve (if unit is so equipped).
2. Open the blowdown valve.
3. Crack open the suction valve, allowing gas to flow through the
compressor. cylinders, scrubbers, piping and cooler and out through the
blowdown valve.
4. Allow gas to flow for approximately one (1) minute.
5. Open the bypass valve to purge the bypass line (if unit so equipped).
6. Close the blowdown valve.
7. Close the suction valve once a positive pressure is reached - usually

about 20-50 PSIG (1-3 Kg/cm2). If suction pressure is lower than this,
then pressurize to whatever the suction pressure is.

Compressor Purging
8. Follow correct start-up procedures listed below and include any

additional items specific to your compressor.
If no maintenance was performed and the unit was running prior to a shutdown,
purging may not be required and the unit may be started using the following
procedure:
Start-Up Procedure (with bypass)

1. Visually inspect the compressor and check the control panel to
determine what caused the unit to shut down. Record the cause of the
shutdown in the log book. If the visual inspection of the control panel
indicates a mechnical problem with the unit, notify the responsible
service representative as soon as possible. Do not attempt to start the unit
until after the condition which caused the shutdown has been corrected. If
there are no mechanical problems with the unit, continue with the startup
procedure.
Notice: In cold weather, follow the procedures described in ES-1006 in

addition to the procedures listed here
2. Check to see that the fuel shutoff valve has closed and properly vented
upon shutdown.
WARNING: IF THE SHUTOFF VALVE DID NOT CLOSE UPON

SHUTDOWN, THEN THE EXHAUST AND AIR
SCAVENGING SYSTEM COULD BE FILLED WITH
GAS, WHICH COULD IGNITE AND LEAD TO INJURY
OR DEATH.
3. If the fuel shutoff valve did not close upon shutdown, then shut off the
the main fuel gas supply, pull the spark plug leads from the spark plugs,
and push the stop button on the annunciator panel to disarm the ignition.
The unit can now be manually barred over or cranked with the starter
motor to purge the intake air and exhaust systems.

Compressor Purging
4. Walk around the unit and look for any abnormal conditions (worn belts,
oil leaks, etc.)
5. Correct any faults on the control panel. If the unit was shut down for
vibration, then pull the spark plug leads and leave the existing shutdown
showing on the panel. Turn the unit over at least one full revolution by
hand to listen for any abnormal noises, resistance or other related
problems. Determine the cause of vibration and repair as necessary before
proceeding.
6. Make certain the bypass valve is open and that the suction gauge in the
panel indicates about 20-50 PSI (1-3 Kg/cm²) in the cylinders. Close the
suction block valve and blowdown valve to this level as required.
7. Make certain the variable volume pocket (VVP) is adjusted properly for
the loading of the unit.
CAUTION: If the VVP is set too far in or too far out, mechanical
damage can occur depending on the pressure
conditions. See the operating curves or get the
operating conditions from your distributor or the
factory.
8. Make certain that the starting system has adequate pressure based on
the starter’s maximum rating (60, 90, or 150 PSIG starter).
9. Close manual fuel valve and reset the fuel shutoff valve. Check pressure
on locally mounted or panel mounted gauge to ensure the fuel system is
pressurized.
10. Close ignitor fuel ball valve (LE units only).
11. For units with an annunciator panel - clear the panel by pushing the
reset button on the annunciator. The annunciator should read 00. If it does
not, find and correct the fault, then activate the panel lock-out timer. For
units with a tattletale panel - reset any tripped tattletale, then activate the
startup timer.
12. Manually prelube the lubricator pump to clear the “no flow” function.

Compressor Purging
13. Open the manual block valve on the start system. Pull the manual start
lever or push the remote signal valve button to start cranking the unit.
14. After 2-3 seconds, slowly open the manual fuel valve until you hear the
engine fire.
15. Quickly release the start valve lever or remote signal valve button once
the engine fires.
Notice: If the unit fails to start on the first attempt, wait two (2) minutes
before a restart attempt. Upon restart attempt, roll the unit over
at least five seconds with the starter before opening the manual
fuel gas valve. This will allow any unburned gas to exit the
engine prior to adding more fuel
16. Open fuel to ignitors (LE units only).
Notice: LE engines are equipped with a Fisher safety shutoff valve that
opens when main fuel pressure is on and closes when the fuel
valve trips
17. Maintain 300-360 RPM on the unit until it is warm enough to accept the
load (check engine crosshead guide for warmth). The manual fuel valve
may be opened fully. Adjust rpm with the governor to the desired speed.
18. Turn the panel lock-out timer to zero and arm all panel shutdowns.
WARNING: NEVER LEAVE THE COMPRESSOR SITE WITH THE

LOCKOUT TIMER RUNNING
19. Maintain a positive suction pressure once the unit starts.
20. Once the unit has warmed up, open the discharge block valve and then
the suction block valve.

Compressor Purging
21. Close the bypass valve to load the unit.
22. Monitor all panel readings and set shutdowns before leaving the site.
Confirm that all process valves are positioned correctly once the unit is
running and that operating pressures are as intended for the unit.
Start-Up Procedure (without bypass)

If the unit does not have a bypass valve, follow the same procedures as above
EXCEPT:
1. Close the discharge and suction block valves.
2. Open the blowdown valve and bring the unit down to zero pressure.
3. Start engine and warm up as in above procedures.
4. Open the discharge block valve.
5. Open the suction block valve.
6. Close the blowdown valve to load the unit.

Chapter 7
Lubrication System
General
The Ajax lubrication system is a combination of splash, flood, and force feed.
The splash system in the crankcase provides ample lubrication for crank pins,
main bearings, cross-heads, cross-head pins, crankshaft gear, lays haft gear and
lays haft bearing at the flywheel end.
The flood system in the control box provides a bath of oil for the gears, cams,
and cam followers. The force feed lubricator pumps oil to the power cylinders,
compressor cylinders and compressor pressure packing.
Crankcase Lubrication System

Before starting up the unit initially, remove the side cover plates and fill
reservoirs until oil overflows into the bottom of the crankcase and reaches the
proper level. Thereafter, oil is added to the crankcase, when required,
automatically through the float control system. The proper oil level is
determined by measuring 27.5 inches down from the machined surface on top of
the crankcase to the surface of the oil (see Figure 7-1 below). The crankshaft
should be rotated so that at least one throw is in the oil when taking this
measurement.
Figure 7-1: Crankcase Oil Level Measurement
Chapter 7 - Lubrication System 53

Crankcase Oil Maintenance
A crankcase oil level controller (Murphy LM301) is furnished as standard

equipment (see Figure 7-2 below). This controller is usually piped up to an oil
reservoir so that if the oil level in the crankcase drops below the normal running
level, the float valve opens and admits enough oil to replenish the supply in the
crankcase.
Figure 7-2: Crankcase Oil Level Controller
This controller also has a shutdown switch, which closes the fuel valve if the
crankcase oil level drops below a certain level. This prevents serious damage
which could result if the compressor was permitted to run without sufficient oil
in the crankcase. The running level is marked with a green and white stripes (see
Figure 7-2 above). Set the level controller’s safety shutdown while the engine is
running (the p/n of the oil level controller is BM-21072).

Crankcase Oil Capacity
Approximate crankcase oil capacity for DPC-2201/2801 units is 25 gallons
(U.S.). Approximate crankcase oil capacity for DPC-2202/2802 units is 30
gallons (U.S.). The correct oil level is determined when the engine is stopped.
Full crankcase oil level = 27.5” from the frame’s top machined surface to the
surface of the oil.
Inspect condition of oil in the crankcase regularly. It is recommended that an oil

analysis program be established to monitor the condition of the oil.

Crankcase Drains
Special chambers cast at the cylinder end of the cross-head guides act as settling
sumps for the crankcase lubricating oil. Occasionally remove the side covers and
clean any accumulation from these chambers. This removes the impurities that
have settled out of the oil.
Removing these impurities lengthens the interval between oil changes.

Generally, oil should be changed annually.
Drain connections are located on the end of the bed under the power cylinders.
These drains, which are piped to the edge of the skid, should be opened
occasionally to permit any oil which may have accumulated in the scavenging
chambers to run out.
CAUTION: Do not open these drains while the unit is running.

unstable combustion and rpm control may result.
Drain the crankcase every 8000 hours of operation.
When changing oil, wipe out the crankcase with clean rags.Do not use waste oil.
Scavenging Chamber Drains

Drain the air scavenging chambers every 800 hours of operation.
WARNING: DO NOT OPEN SCAVENGING CHAMBER DRAINS

WHILE THE ENGINE IS RUNNING. UNSTABLE
COMBUSTION AND RPM CONTROL MAY RESULT.
Record the amount of oil collected per cylinder. Unusual amounts of oil indicate
excessive cylinder lubrication rates, or worn wiper packing.
Crosshead Guide Drains

Drain the compressor crosshead guides every 800 hours of operation. Record the
amount of oil collected. Unusual amounts of oil indicate excessive cylinder
lubrication rates, or worn wiper packing.

Centralized Lubrication System

Lubricating Oil is distributed to lube points on the power and compressor
cylinders through a centralized lubrication system.
Force Feed Lubricators

Force feed, rotary drive lubricators are used to inject oil into the power and
compressor cylinders, providing lubrication to the pistons, piston rings, cylinder
walls and compressor piston rod pressure packing. Ajax units use a two-pump
lubricator system (see figure 7-3 below).
Figure 7-3: Premier Two-Pump Lubricator Box
The lubricator box has two reservoirs:

1. An independent oil sump for its gears and cams only. Change its oil every
8000 hours - approximately 85 ounces.
2. An overflow sump for pump plunger “slippage”. Drain the overflow sump
whenever its sight glass shows half full.
Control panels on Ajax units incorporate lubrication monitors that protect Gas
Compressors from damage due to loss of lubrication. Lubrication to the Engine/
Compressor flows through the divider block lubrication system, forcing an
internal piston to cycle back and forth. By installing a proximity switch on one of
the metering elements on each of the master divider blocks, the back and forth

movement of the pistons result in an On/Off state which the control panel
continuously analyzes (See Figures 7-4 below).
Figure 7-4: Ajax Divider Valve Lubrication System
If no movement is detected within the preset alarm delay time (3 to 250 seconds,
user adjustable), a “shutdown” of the compressor will occur preventing damage
to the engine and/or compressor from loss of lubrication.
Lubricator Pumps
The lubricator pumps (see Figure 7-5 below) discharge oil into a manifold. This
oil flows through a tube line to a divider valve unit, where it is distributed to the
various lube points.
Pump Displacement: Maximum Output (Per Stroke):
• .010 in3 (3/16” plunger)
• .018 in3 (1/4” plunger)
• .041 in3 (3/8” plunger)

The cubic volume for a pint of oil is 28.9 in3 and average drop size is.002 in.
There are approximately 14,500 drops in a pint; however, oil viscosity may vary
the drop size.
Pump Outlet, 1/8”NPT

Vent Screw
Union Nut
Flushing Unit
Lock Nut
Suction Inlet
Figure 7-5: Premier Model P-55U Lubricator Pump
Flow Rate Adjustment: to adjust the flow rate of the pumps:
3. Loosen the lock nut on the flushing unit
4. Turn the flushing unit counter-clockwise to increase flow
5. Turn the flushing unit clockwise to decrease flow
6. Tighten the lock nut when the desired flow rate is achieved
Some units are equipped with an optional lube panel, which includes a filter,
lube monitor, and No-Flow switch, ahead of the divider valve:
Filter Element
A 10 Micron filter prevents impurities in the oil from entering the system. (See
Figure 10-3 below).

Figure 7-6: 10 Micron Filter Element
The filter element can be removed and cleaned and then reinstalled.
Notice: All in-line filter elements should be checked on a regular basis as

part of your preventive maintenance program. A dirty or clogged
filter element will affect the performance of your lubrication
system.
Lubrication Monitor
The flow meter records and measures the total volume of oil being delivered to
the system (see Figure 10-4 below).
LED Cycle Indicator
Figure 7-7: Deliron Lube Monitor (DLM-926PM)

No-Flow Switch
This switch reacts to no-flow conditions in the system. If any condition occurs
prevents the flow of oil through the system, this switch closes and an electrical
signal is transmitted to the instrument panel.
Divider Valves
The divider valves contain metering pistons which divide the flow of oil into
preset proportions for delivery to the lube points. These proportions can be
changed by replacing one or more sections of the divider valve. It is
recommended that divider blocks be removed every 8000 hours and pressure
tested.
Alternate Outlet Plug

Metering Elements
Adapter for Single/Twin

Conversion
Alternate Outlet Plug
Bleed Screw (1 per side).
Note: Loosen, but never re-

move.
Inlet, 1/4” NPT
(fitting shown for
reference only)
Outlets, 1/8” NPT

Base Plate Assembly (consists of an inlet, intermedi- (fitting shown for reference only)
ate, and end section)
Figure 7-8: SMX Divider Valve

Purging Air From the Lubrication System
Notice: For a unit-specific lubrication system schematic and parts list,

refer to the “Lubrication System Illustrated Parts List” section
that follows this chapter.
Purging Air From the Lubrication System

To ensure the flow of lubrication, the lube system must be properly purged and
primed. Use a hand flushing unit to purge the lines of air and fill the lines with
oil, and also to demonstrate that the pump units are operative and that the check
valves are in good order. Air in the lubrication system can result in phantom
shutdowns, alarms, or component failure, so it is important that you properly
purge the system at the following events:
• before initial start-up
• after extended shutdown
• after cylinder lube system shutdown or blown rupture disc
• after performing any lube system maintenance
Notice: Make certain that the oil you use to purge the divider block
lubrication system is oil that is clean, filtered, and common to the
system.
To properly purge air from the lube system:
1. Loosen the tubing connections at the inlets of the master and secondary
divider valves
2. Loosen the tubing connections of the cylinder or packing gland injection

points.
3. Remove the tubing from the discharge side of the pump.

Power Cylinder Lubrication Rates
4. Connect the purge gun to the tubing.
5. Hold the purge gun in a vertical position to avoid pumping air into the
system.
6. Pump oil into the system until you no longer see air bubbles flowing from
the tubing connection at the inlet of the master divider valve.
7. Tighten the tubing connection at the inlet of the master divider valve
while oil is still flowing into the system.
8. Continue to pump the purge gun until you no longer see air bubbles
flowing from the tubing connection at the inlet of the secondary divider
valve.
9. Tighten the tubing connection at the inlet of the secondary divider valve
while oil is still flowing.
10. Continue to pump the purge gun until you no longer see air bubbles
flowing from the tubing connections at the cylinder or packing gland
injection points.
11. Tighten the tubing connections at the cylinder and packing gland
injection points while oil is still flowing.
You have now completed purging the lubrication system.

(for DPC-2200 and DPC-2800 Series Compressors)
Notice: Adjust each pump’s stroke to attain the desired lubrication rate
for the initial 24 hour “break in” running period. Afterwards, re-
adjust each pump to attain lubrication rates for normal
operations.
The amount and type of lubrication required to provide safe and ample cylinder
lubrication is based on years of operating experience. A number of variables,

such as the gas being used as fuel, have great bearing on both the quantity and
the characteristics of the lubricating oil best suited.
Use of divider valve designs provides a simple, reliable and predictable approach
to engine cylinder and compressor cylinder lubrication. Simplicity is enhanced
by use of a lubrication monitor that senses divider valve operation, and displays
pints/day of lube oil consumption based on RPM and a divider valve assembly’s
displacement volume.
The following rates for engine cylinders are based on the use of dry gas, and lube
oil per Ajax engineering standard ES-1006. HP listings are at standard
conditions of 100ºF and <1500’ elevation.
Notice: Engine lubrication rates for normal operations are based on 1 pint/
30 HP.
Table 7-1: Lubrication Rates - DPC-2201 & LE
Load RPM Lube Rate

Condition Pints/Day
74 HP 440 2.9*
76 HP 300 2.6
111 HP 440 3.7
101 HP 300 3.4
148 HP 440 4.9
*This rate is for initial brake running. It is calculated at 1 pint/25 HP.
Table 7:2 Lubrication Rates - DPC-2202 & LE
Load RPM Lube Rate

Condition Pints/Day
148 HP 440 5.9*
151 HP 300 5
222 HP 440 7.4

Table 7:2 Lubrication Rates - DPC-2202 & LE
Load RPM Lube Rate

Condition Pints/Day
202 HP 300 6.7
296 HP 440 9.9
Load RPM Lube Rate

Condition Pints/Day
96 HP 440 3.8*
98 HP 300 3.3
144 HP 440 4.8
131 HP 300 4.3
192 HP 440 6.4
Load RPM Lube Rate

Condition Pints/Day
192 HP 440 7.7*
196 HP 300 6.5
288HP 440 9.6
262 HP 300 8.7
384 HP 440 12.8

Compressor Cylinder Lubrication Rates

The following rates for compressor cylinders are based on the use of clean and
dry gas, and lube oil per Ajax engineering standard ES-1006. Rates listed are
based on MWP and maximum bore size and include the rod packing’s
requirements.
Notice: To attain the total lube rate for a compressor unit, add the lube
rates for the individual cylinders.
Table 7-5: Lubrication Rates - Ajax Compressor Cylinders
Cylinder MWP Bore Total Lube Rate Total Lube Rate

Model (PSIG) (Inches) - Pints/Day @ - Pints/Day @
440 RPM 300 RPM
YKCBA 1500 7.25 2.4 1.8
YKCD 1800 5.00-5.75 2.2 1.7
YKDC 1350 6.50-8.00 2.4 1.8
YK11EA 900 9.00-10.50 2.7 1.9
YK11F 600 11.00- 2.9 2.1
13.00
YK11G 400 14.00 3.0 2.1
400 15.00 3.2 2.2
YK11HA 400 16.00- 3.5 2.4
17.00
YK11J 275 18.00 3.6 2.5
YK11K 250 20.00 3.9 2.7
YK11MA 200 22.00- 4.3 3.0
23.00
YK11R 100 28.00 5.0 3.4

Table 7-5: Lubrication Rates - Ajax Compressor Cylinders
Cylinder MWP Bore Total Lube Rate Total Lube Rate

Model (PSIG) (Inches) - Pints/Day @ - Pints/Day @
440 RPM 300 RPM
YK11S 3000 3.00-3.50 2.3 1.9
3000 4.00-4.75 2.5 2.0
3000 5.00-5.75 2.6 2.1
YK11T 5500 3.00-3.50 3.1 2.7
5500 4.00-4.50 3.3 2.8
Individual Cylinder and rod packing assembly lubrication rates are based on the
following formula:
(.0000314 x Cylinder Bore x Stroke x RPM) + (0.0000333 x Discharge Pressure)

+ 0.75
Example: YK11G, 14” Bore, 11” Stroke, @440 RPM, 400 psig
(0.0000314 x 14 x 11 x 440) = 2.13
(0.000333 x 400) = 0.13
0.75 = 0.75
3.00 pints per day
The lube monitor’s rate display is calculated by using the divider valve
assembly’s cycle signal, and a BLOCK TOTAL of the assembly. The assembly’s
BLOCK TOTAL is determined by adding the “sizing number” for each element
within the assembly. Refer to the following table for the sizing number for a
particular SMX element:
Table 7-6: SMX Sizing Numbers
Dropsa Sizing
Element Number
SMX-08 5
SMX-12 8
SMX-16 10

Lubricating Oil Recommendations for Ajax Engine-Compressors
Table 7-6: SMX Sizing Numbers
Dropsa Sizing
Element Number
SMX-25 15
SMX-35 20
SMX-40 25
SMX-50 30
Assure that the correct values are used for the engine’s divider valve assembly,
and the compressor cylinder’s divider valve assembly. (Metering element
designation (the SMX number) is stamped on each element’s nameplate).
Lubricating Oil Recommendations for Ajax Engine-

Compressors
General
The lubrication of Ajax equipment requires the use of premium quality
lubricating oils designed specifically for natural gas 2 cycle engine - compressor
service. This standard describes oils which have proven successful in field use.
Customers operating engines with exhaust catalyst systems, fuels with high
sulfur contents, landfill gas, unusual fuels or non-traditional applications should
contact Ajax Engineering for lubricant and maintenance recommendations.
Recommendations for compressor cylinders and piston rod packing are found in
Engineering Standard ES-1002.
Qualm and Performance

Satisfactory oil quality is the responsibility of the refiner, blender or rebrander.
Only reputable companies with proper service organizations should be used as
suppliers.
Cooper Compression does not guarantee the quality or performance of

lubricating oils.
Cooper Compression does not endorse particular brands of oil. For customer
convenience, information on oils by brand name is maintained by Cooper
Compression. Customers are invited to advise Ajax Engineering or service

representatives what brands of oils are preferred. Cooper Compression can then
cite the oils which have given satisfactory service in similar applications.
General Specification
A general description of oils suitable for use in Ajax equipment is an ashless oil
specifically formulated for 2-cycle natural gas engines with the following
properties:
Table 7-7: Physical Properties of Recommended Oil
Viscosity 70 Minimum ASTM D2270

Index
Flash 400° (204°C) ASTM D92
Point Minimum
Pour 10°F (-12°C) ASTM D97
Point Maximum
Ash Level: Ashless oils with a sulfated ash content of up to 0.1% maximum by
ASTM D874 are preferred. Oils with ash levels up to 0.8% may be used but they
may cause combustion chamber deposits, especially if they contain more than
0.04% by weight zinc.
Viscosity Requirements: Ajax equipment uses a splash lubrication system to

lubricate the compressor cross-head. Lubricating oil must be sufficiently fluid at
the ambient temperature in order to lubricate the cross-head properly. Multi-
grade oils may be used to provide proper lubrication at low temperatures. Figure
7-1 should be used to select the proper viscosity grade for the lowest ambient
temperature expected.

Figure 7-9: Oil Selection for Ambient Temperature
Lowest Expected Temperature in Degrees F
Low Temperature Operation Procedures

If frequent cold weather starts are necessary, contact your local aftermarket sales
office for information about heated pre-lube systems for your engine.
The following procedures are recommended to warm the engine and oil in cold
weather to prevent damage due to insufficient oil flow. Starting the engine and
allowing it to run with the oil too cold to flow will result in severe engine
damage.
Units Down Less Than 5 Hours: for units down less than 5 hours and the
ambient temperatures have been above 40° F, idle (minimum 300 RPM) the unit
for 20 minutes, then run 15 minutes with a light load before fully loading the
unit.
For units that have been down less than 5 hours and the ambient temperatures
have been 40 ° F or below, idle (minimum 300 RPM) the unit for 30 minutes,
then run 30 minutes with a light load before fully loading the unit.
Units Down More Than 5 Hours: The following procedure is for a unit that has
been down for more than 5 hours. This procedure will allow the unit time for
thermal expansion in order to maintain sufficient running clearances.
To properly warm the unit, find the overnight low ambient temperature in the
first column of chart below. Start and idle the unit at 300 RPM for the number of
minutes required for the overnight low ambient temperature. Then shut the unit
down the number of minutes required. Repeat this sequence the number of times
listed. Continue in this order until you have met the requirements for that
temperature range. This procedure will allow components such as cross-heads,

pins, bushings, and bearings sufficient time for expansion to maintain proper
running clearances.
Table 7-8: Low Overnight Temperature Starting Chart
Overnight Low Minutes Minutes Number Minutes

Ambient @ Idle Down of Times Light
Temperatures (300 Sequence Loaded
RPMs) to be Before
Done Fully
Loading
90° - 70° F (32° - 21° C) 20 0 1 15
69° - 50° F (20° - 10° C) 30 0 1 20
49° - 40° F (9° - 5° C) 45 0 1 20
5 5 3 No Load
39° - 32° F (4° - 0° C)
40 0 1 30
3 3 3 No Load
7 7 3 No Load
31° to 18° F (32° to 31° C)
50 0 1 30
3 3 5 No Load
7 7 4 No Load
17° to 0° F (-1° to -7° C)
60 0 1 45
2 2 3 No Load
5 5 4 No Load
-1° to -20° F (-18° to
-28° C) 15 15 3 No Load
30 30 1 No Load
60 0 1 45

Chapter 8
Fuel System
The basic operation of an engine equipped with gas injection is the same as for
low pressure fuel. The primary difference between gas injection and low
pressure operation is that the fuel is injected directly into the cylinder in gas
injection operation instead of being drawn into the engine with the air charge
through the scavenging chamber. The injection is timed to take place just as the
exhaust ports are closing on the compression stroke. Therefore, the exhaust
gases are scavenged with air only, thus preventing fuel loss through the exhaust
ports during scavenging.
This system utilizes cam operated mushroom plunger pumps (reference A in

Figure 8-1 below) which give a constant lift to hydraulically actuated fuel
injection valves. These pumps are located on top of the control box (B) and are
actuated by cams on the layshaft. A combination of a throttle and an electronic
governor, or IGTB (C) varies the gas volume supplied to the injection valves to
suit the engine load. The injection valves (D), which are installed in the power
cylinder heads, inject the fuel gas directly into the combustion chamber.
Chapter 8 - Fuel System 71

D
C
A
B
Figure 8-1: Plunger Pumps, Control Box, Governor, and
Injection Valves
A 3/8” tube line is used to transmit the incoming fuel pressure from the upstream
side of the IGTB to the top of the fluid tank. If at all possible, this line should be
taken from the upstream side of any automatic fuel shut-off valve in the system,
but still be downstream of the fuel pressure regulator (with a check valve in line)
: This pressurizing line may be closed off by means of an angle valve located at
the tank end of the line. A 3/8” tube line supplies fluid from the tank to the
plunger pumps. Included in these lines are the flow control valves at the pumps
which prevent return flow to the tank on the pressures stroke (see Figure below).
.
A 3/8” tube line connects each pump to the related injection valve and transmits
the hydraulic pressure from the pump to the plunger in the injection valve.

At the injection valve end of this line is a bleed cock through which entrained air
may be removed from the system.
A 1/4” tube line connects the injection valve to the fluid supply tank. This line
returns to the supply tank the fluid which is vented when the spill ports in the
injection valve are uncovered.
1/4” Tube Line
3/8” Tube Lines
3/8” Tube Line
1/4” Tube Line
3/8” Tube Line
Figure 8-2: 1/4” and 3/8” Tube Lines

Operation of the system
Operation of the system

As the plunger in the pump is lifted by the cam, the resulting pressure is
transmitted to the plunger in the injection valve. This plunger contacts the end of
the injection valve stem so that any motion of the plunger will open the gas
injection valve. When the injection valve spill ports open, relieving the pressure,
the valve spring immediately forces the plunger up and closes the gas injection
valve.(see figure 8-3 below)
After the pump plunger has completed its lift and starts the return stroke, it
begins to create a slight vacuum in the system which is relieved by the opening
of the flow control valve. Upon opening, fluid flows from the tank to the pump
barrel. The fluid in the tank is pressurized with the fuel gas pressure.
Fluid Supply Tank
Fuel Gas
G as
el
Fu
3/8” supply Pump

1/4” return
IGTB
Cam Flow Control
Valve
Injection Valve
Figure 8-3: Fuel Injection System Diagram Components
The engine speed is controlled by the IGTB, or “integrated governor throttle

body, a combination of throttle and electronic governor; the function of the IGTB

Hydraulic Fluid
is to maintain an established set point throughout the load range of the engine.
(see section 9, IGTB, for more detailed information on the IGTB).
Hydraulic Fluid
This system is designed for use with Ajax Hydraulic Fluid (YAE-2150-
1). One gallon of this fluid is furnished with each system. Do not substitute any
other fluid without prior approval of Ajax Engineering Department.
The closed hydraulic system requires only a small amount of make-up
fluid, however, the operator should watch this fluid level carefully until he is
familiar with the amount of make-up fluid required. He should also be sure that
the make-up fluid is clean, as dirt will damage the injection valve, injection
pump, and flow control valve, thus causing the system to malfunction.
Fluid supply Tank

This is the standard fluid tank equipped with a full height transparent plastic oil
level gauge. Filled to the top of the oil level gauge, the tank holds one quart.
The top is sealed with a 1-1/4” pipe plug.
Pump Assembly
The pump assembly consists of a plunger and barrel assembly, which is operated
by a hardened cam mounted on the layshaft. The cam has a constant lift of
.270”.
Gas Injection Timing Instructions

To ensure the correct gas injection timing, the gas injection cams on the layshaft
must be indexed with respect to the crankshaft. The correct timing for the start
of the hydraulic plunger lift is 2° ABDC on Standard Engines and 26° on LE
units.
Checking the gas injection timing on the DPC-2802LE engine:

1. Positioning of the crankshaft can be determined from the flywheel
keyway, which is oriented in the direction of the #1 power cylinder
crankshaft journal (see Figures 8-4 and 8-5). In other words, if the

keyway is at the 9 o’clock position , the #1 power cylinder is at TDC.

Use an adjustable square head with a level vial, placed against the outer
flat of the flywheel keyway. Rotate the crankshaft in the direction shown.
The correct crankshaft position for checking the gas injection can timing
is 13° for STD units and 37° for LE units.
Figure 8-4: Fuel Cam Timing Diagram
Figure 8-5: Setting the Fuel Cam Timing

2. Once the crankshaft has been positioned, remove the hydraulic plunger
and top cover from the accessory case. Opposite the set screw on the cam
hub is a 1/4” via. hole. Place a 1/4” via. rod in this hole on the #1 power

cylinder cam. This is the cam furthest from the crankshaft. The 1/4” hole
is positioned 11º after the actual opening on the cam ramp so that setting
the crankshaft as described above results in an actual timing. The rod
should be at 90º to the top surface of the accessory case. This may be
checked with a 90º square, as shown in Figure 8-6.
Figure 8-6

The lay shaft drive gear, driven gear and driven gear keyway location are marked
at the Ajax factory, as indicated in Figure 8-7. This should insure the correct
timing.
Figure 8-7: Marked Keyway Locations
Notice: However, if these punch marks are missing, or the checking

procedure does not come out correctly, proceed as follows:
With the drive gear and key installed on the crankshaft and the driven gear
removed from the layshaft, position the crankshaft as described. Rotate the
layshaft by hand so that the #1 cam is in the correct position.
1. Adjustment for setting the gas injection timing is provided for by 4
keyways in the layshaft gear. Each of these keyways is oriented
differently with respect to the gear teeth. Slide the layshaft gear
completely onto the layshaft and check to see if the keyway in the gear
lines up with the keyway in the layshaft. If the keyways do not line up,
remove the layshaft gear and rotate it about 90° and slide it back onto the
layshaft. Do this until the keyways line up. Please note that the keyway
in the layshaft gear is tapered to accept a tapered key. The layshaft gear
must be installed so that the large end of the taper is facing out. When the
proper gear position has been determined, install the tapered key and

Flow Control Valve
punch mark the gears and key location. This will allow correct assembly
should the unit have to be serviced in the future.
Notice: When one or both of these gears is replaced, be sure to check for
proper backlash. This should be checked at 90° intervals of the
gears. Backlash should be .003” to .006”. If backlash is not
within this tolerance range, pull the dowel pins which locate the
layshaft bearing, and adjust the position of the layshaft bearing to
obtain proper backlash between the gears. Then re-drill and
dowel the layshaft bearing to maintain this setting. Remove the
layshaft drive gear and make sure the layshaft turns freely by
hand. Re-install layshaft drive gear as match-marked previously.
Flow Control Valve

The flow control valve is mounted on the pump in the tube line supplying the
fluid from the tank to the pump. The flow control valve seals the pressure during
the delivery stroke of the pump buy permits replenishing of the oil supply to the
pump during the suction stroke. The flow control valve also contains a needle-
bypass valve which is used when bleeding air from the system.
The needle bypass valve must be fully closed for gas injection operation.
Injection Valve Assembly

The injection valve assembly has an adjustment collar which is used to vary the
lift of the valve stem by changing the location of the spill ports. The valve is
opened by hydraulic pressure from the plunger pump and is closed by the spring
as soon as the spill ports open to relieve the hydraulic pressure.
Bleeder Cock
The 1/8” bleeder valve mounted in the pressure line on the injection valve head
is used to bleed off entrained air from the system before starting the engine.
When bleeding off the entrained air, it is necessary to have the needle bypass
valve in the full open position.When using these bleeders, it is essential to
pressurize the injection system with fuel gas pressure. This is accomplished by
opening the angle valve near the top of the fluid supply tank to permit fuel gas to

Ajax Jet Cell Operation and Maintenance
enter. This pressure on the fluid in the tank facilitates bleeding off small
entrained air bubbles.
CAUTION: The fluid level in the tank should never be allowed to

drop lower than the level of the return lines from the
injection valves to the tank
Bleeding of Air Before Starting

When starting the engine the first time after the system is installed or any time
the fluid has been drained from the system, it is of utmost importance that all air
be bled from the system as described above. If the system has not been relieved
of air bubbles, the injection valves will not open.
Low emission (LE) engines use jet cells, or pre-combustion chambers, which
emit a high energy torch into the engine’s main chamber, so that the main
chamber operates with a leaner, more consistently ignited mixture than that of a
conventional spark plug igntion of a lean mixture. In addition, jet cells improve
combustion stability and reduce fuel consumption when operating at variable
speeds and reduced torque.
A jet cell-equipped engine does require some additional maintenance over a

standard combustion engine. This additional maintenance is offset by gains in
combustion stablility, lower emissions, and improved fuel economy.

Jet Cell Operation

The jetcell is part of an ignitor assembly that is installed in the cylinder head.
Ignitor Assembly
Figure 8-8: Ignitor Assemblies on a 2802LE Engine-Compressor
The nozzle end of the jet cell is designed with a specific volume and has a
communicating angled exit orifice. A spark plug for ignition and a fuel
admission check valve complete the ignitor assembly (See Figure Below).
CAUTION: Do not install the W-18 spark plug in the YK-8209C jet cell.
Damage may occur to the ignitor and/or spark plug threads
as well as the result of thread depth and thread reach,
respectively

Spark Plug
Jet Cell
(Pre-Combustion Chamber)
Check Valve
Fuel Porting Exit Orifice
Figure 8-9: Ignitor Assembly Cross-Section
Pilot fuel headers supply fuel to each admission check valve. The supply to the
header is taken prior to the IGTB, pressure regulated with an addtional regulator,
and then filtered.
]
Site conditions determine ignitor fuel pressure. During one cycle of operation, as
the piston comes up on compression, the pressure within the cylinder is lower
than the pilot gas pressure and fuel is admitted into the cell. When the pressure
within the cylinder becomes greater than the fuel pressure, then the pilot check
valves close.
The main fuel valve admits fuel into the cylinder per the designed timing.
Ignition occurs within the jet cell and the rich fuel mixture ignites. The pressure
rise caused by this energy release forces the burning mixture to exit through the

nozzle orifice across the top of the piston in the main combustion chamber,
igniting the main combustion charge.
Figure 8-10: Pilot Fuel Headers
Ignition Timing
In standard spark ignited engines, the ignition timing is approximately 9 to 12
before top dead center (BTDC).A jet cell promotes faster burning at ignition, so
ignition timing on LE units is 3 BTDC.
Maintenance
The jet cell has a graphoil seal employed as a bottom water seal, and an “O” ring
as the top water seal, and a round Armco iron gasket which acts as a fire seal.
The unit is held in place with a two-bolt flange and torqued to 70 ft-lbs
After you remove a jet cell from the cylinder head, and before you reinstall the
jet cell, it is important that you clean the access hole for the cell of any scale
build-up, install new gaskets and seals, and properly torque the unit to 70 ft-lbs.
Use a locating dowel to assure proper orientation of the exit orifice of the cell in
relation to the main combustion chamber.
Spark Plugs
The part number of the current jet cell is YK-8209-C-2. The cell uses a Stitt SR-
107-2 (Ajax P/N BM-1022-P) spark plug with an initial gap of 0.015”. The main
chamber and jet cell use the same spark plug.
CE applications use a Stitt SU-107-2H spark plug (Ajax P/N BM-1022-P-1).
In service, the center and ground electrodes will deteriorate, which increases the
spark plug gap. Erratic firing will occur once the gap increases 0.005” - 0.010”
from the original setting, and the plugs should be replaced.
The spark plug cools through the spark plug gasket seating surface and threads.
These areas within the cell have thin metal sections and are surrounded with
engine coolant.
Ensure that the secondary ignition wiring and associated components are always
in good condition.
Fuel Admission Check Valves

The primary check valve (p/n YK-8339) is the most important part of jet cell
operation. The valve admits fuel in the cell when cylinder pressure is less than
the pilot fuel pressure, and closes when cylinder pressure increases. The check
valve also withstands the high pressure within the cell at the time of ignition.
Item Description
1 Body
2 Poppet
3 Seat
4 Tube
5 Retainer
6 Spring
Figure 8-11: Check Valve Parts
From the primary check valve, fuel gas enters the jet cell through fuel porting
(see figure below). Incomplete combustion occurs at times in these passages due
to fuel entrapment, which tends to produce a soot-carbon residue. In some cases,
this build-up is not harmful to check valve operation, but in other cases it can be

severe. If the carbon build-up becomes heavy, the check valves will operate
erratically and they should be removed, cleaned, and tested.
Check Valve
Fuel Porting
Counter-Bore
Figure 8-12: Jet Cell Fuel Porting
Notice: Whenever the spark plugs are replaced, remove and clean the
check valves as well.
An orifice (p/n K-8050) is installed on the inlet side of the primary check valve
to allow pilot fuel pressures to be comparable to main fuel pressure. The orifice
resembles a 1/8” toe nipple. Ensure this is an orifice by visual inspection, noting
a small 0.038” internal hole. Clean when servicing the primary check valve.


Chapter 9
Cooling System
Circulation of coolant through the engine and compressor cylinder water jackets
is provided by a centrifugal water pump which is belt driven by a crankshaft
sheave.
The high temperature shutdown switch for the power cylinder cooling system is
mounted in the instrument panel with the sensor installed in the outlet line from
the cylinder heads. It should be set at 185° F.
Compressor Cylinder Cooling

Some general limitations for the compressor cylinder cooling system are as
follows:
• Minimum water supply temperature should be at least 90° F, but not

greater than 160° F.
• To prevent condensation of gas constituents on cylinder walls and sticking

pistons, water supply temperature must be at least 10° F above suction gas
temperature.
• In order to limit capacity reduction, water supply temperature should be no

more than 30° F above suction gas temperature, except when suction gas
temperature is below 60° F.
• Required water flow is to be based on a 10° F temperature rise from inlet to

outlet of cylinder jacket.
The high temperature shutdown switch for the compressor cylinder cooling
system is mounted in the instrument panel with the sensor installed in the outlet
line from the compressor cylinders. It should be set at 180° F.
Precautions
Precautions to be taken with the cooling system are as follows:
• Use clean, soft water, free from salt and other corrosive compounds.
Chapter 9 - Cooling System 21

Precautions
• Keep the cooler full of coolant.
• Keep fan belt(s) from slipping.
• Water and ethylene glycol mixture is a suitable coolant. It should be used if

freezing temperatures are to be encountered and it is very satisfactory in
non-freezing applications because of the inclusion of corrosion inhibitors.
Plain water should have a corrosion inhibitor added.
NOTICE:
If an anti-freeze is to be used, it must be mixed with the water
before being poured into the cooling system.
• Clean dirt and insects from outside of the cooler regularly. The
approximate quantity of coolant required for the cooling system is 150
U.S. gallons.

Chapter 10
Power Cylinder Assembly
Power cylinders are made of cast iron and the bore is normally chromed,
however, hard iron is also available for harsh applications such as sour gas. The
cylinders are of the two stroke ported design with 10 intake ports across the top
of the cylinder and 5 exhaust ports across the bottom. The cylinders are cooled
by a water jacket.
Power Cylinder Wear

Cylinders should be checked for finish and wear each time the piston is pulled. It
is difficult to make recommendations regarding the point of wear at which the
cylinder should be restored. It is evident, however, that such a point of wear
depends to a large extent upon the fuel load and fuel cost conditions under which
the engine is required to operate. Because of these variable factors, any given
point of wear could be economical under one set of conditions and uneconomical
under another. On the average, however, it is recommended that cylinder bores
be restored if:
• worn .005 oversize
• worn through the chrome plating
Cylinder bores can be restored by stripping and replating. Reboring the cylinder
to an oversize condition is not recommended.
Notice: Refer to Section 3, Table 2, Engine Component Dimensional &

Clearance Data, for information on engine component wear
limits.
Combustion of Air Intake Check Valves

The air intake check valves (sometimes referred to as “mixing valves”) which
are installed between the air intake header and the scavenging chamber permits
air to enter the scavenging chamber during the compression stroke of the power
piston.
Chapter 10 - Power Cylinder Assembly 87

Piston and Piston Rings, Power End
As the piston changes direction and it begins its power stroke cycle, the pressure
in the scavenging chamber changes from vacuum to a pressure. This creates a
differential that closes the “reed” valves to prevent the new charge of combustion
air from escaping. As the piston continues on its power stroke, this air is
compressed to a positive pressure (8-10 psig). The “reed” valves are thin strips
of stainless steel which are held against the seat by small coil springs.
Piston and Piston Rings, Power End

Power pistons are made of cast iron and the rods are 4140 steel. The rods are
threaded into the piston crown and peened. These assemblies are NOT
serviceable, as the piston and rods are a matched set.
The engine pistons are finish machined on the rod to assure accurate
concentricity and alignment.When replacing a piston and rod assembly, adjust it
so that the set screw in the cross-head finds its original seats on the flat of the
rod. If the set screw is tightened down on the threads instead of the flat, both the
piston rod threads and cross-head threads will be damaged.
Notice: Care should be taken to avoid dropping the piston and rod
assemblies during handling. Rough handling will cause
misalignment between the rod and piston.
CAUTION: Rings which become stuck reduce the compression

pressure and cause hard starting, imperfect
combustion, loss of power and blow-by, of which the
latter destroys the lube oil film on the cylinder wall.
An engine cannot operate properly with stuck rings. Such a condition requires
an immediate shut down for servicing.
When it’s necessary to replace the rings, fit each new ring to the cylinder.
Check carefully that the gap or end clearance at ting joint is sufficient. The
recommended end clearance of piston rings, when cold, is listed in Section 4.

Engine Piston Rod Stuffing Box
CAUTION: If this precaution is not taken and there is insufficient

clearance, when the rings heat and expand, the ends
may come in contact producing outward pressure which
will score the cylinder.
The joints in the rings should be staggered, and arranged so the ring gap does not
pass over the ports.
Engine piston rings on all units have tapered faces, as shown in Figure 10-1.
Figure 10-1: Engine Pistion Ring Tapered Face
Care should be exercised in installing new rings to be certain that the smaller
diameter of the rings on the cylinder head end of the piston face the cylinder
head. On the skirt end of the piston, the smaller diameter faces the crankshaft.
The smaller diameter can be readily identified as it is marked TOP.
Notice: Improper installation of these rings will materially increase break-

in time and shorten their life.
Engine Piston Rod Stuffing Box

The stuffing box seals off the crankcase from the scavenging chamber, in which
pressure and vacuum are alternately developed. The stuffing box contains
metallic packing, which prevents products of combustion from entering the

Packing ring installation
crankcase and contaminating the lubricating oil, and, at the same time, prevents
leakage of lubricating oil from the crankcase to the scavenging chamber.
Before re-assembling the stuffing box on the rods, carefully inspect the piston
rod for any roughness, or nicks. All marks must be removed from the rod with a
fine stone. If the marks cannot be removed, the piston and rod should be
replaced.
Use a thimble, which slips over the piston rod, when the rod is being inserted
through the packing rings. This will protect the packing rings from the sharp
edges of the threads.
To remove the power end stuffing box, the cylinder head and piston and rod
assembly must be detached from the bed. The stuffing box is revolved through
the side cover opening after removing the piston and rod assembly and cylinder
head.

Replacement packing rings can be installed without removing the cylinder head
and piston and rod assembly. After removing the side cover, the stuffing box can
be taken apart and the components carefully slid along the piston rod to expose
the packing rings. The packing rings are made up of segments and can be
disassembled by removing the garter spring. The replacement rings can then be
installed by positioning the segments around the rod and assembling the garter
spring to hold them in place.
In order for the stuffing box to function properly, the packing rings must be
assembled correctly. The vacuum cup, which is next to the power cylinder,
contains two seal rings. Next is the wiper cup, which contains a seal ring and
two grooved wiper rings. This is followed by a retainer plate and a baffle or
scraper ring, which is contained in the scraper cup.
All rings must be assembled on the piston rod with the lettered or grooved side
facing the crankcase. See Figure 10-2.

Compressor piston rod stuffing box
Figure 10-2: Engine Piston Rod Oil Wiper Packing, Grooved Sides Facing
Crankcase
Compressor piston rod stuffing box
The compressor piston rod stuffing box acts as a seal to prevent the crankcase oil
from leading out around the compressor piston rod.
Use a thimble which slips over the piston rod threads whenever the rod is being
inserted through the packing rings to protect the packing rings from the sharp
edges of the threads.

Replacement packing rings can be installed in this stuffing box without
removing the compressor piston and rod.These rings are made in segments and
can be removed and replaced similar to the rings in the engine stuffing box.The
rings must also be assembled correctly, if they are to function properly.
The packing cup on the side towards the compressor cylinder contains two seal
rings. The three grooved wiper rings are installed in the adapter and are

Ajax Low Emissions Retrofit Conversions, 13-1/4 inch and 15 inch Bores - Assembly Pro-
cedure
contained by the retainer plate.These rings must be installed with the grooved
side facing away from the crankcase. See Figure 10-3 below
Figure 10-3: Compressor Piston Rod Oil Wiper Packing Grooved Sides
Facing Cylinder
Ajax Power Cylinder Balancing

Power cylinder balancing by pressure is preferred over exhaust
temperature balancing if at all possible. Pressure traces can be taken using an
EnSpec 1000 or equivalent pressure analyzer. A trace of peak firing pressure
will be taken at rated load and RPM. All cylinders must be balanced at rated
conditions: cylinder peak-to-peak firing pressures are to be within 20 PSI of
each other. Pressure deviations should be less than 35 PSI for Ajax open
chamber (non-LE) engines and less than 30 PSI for Ajax pre-chamber (LE)
engines.
If a pressure analyzer is unavailable, cylinders may be balanced by exhaust
temperatures. This is not as accurate as pressure balancing but will suffice in the
absence of pressure balancing. Exhaust temperatures should be maintained
within 40ºF of each other at rated load and RPM.
It should be noted that an engine running below rated load and RPM, balancing
within the afore mentioned parameters may vary due to changes in air/fuel ratios.
Ajax Low Emissions Retrofit Conversions, 13-1/4

inch and 15 inch Bores - Assembly Procedure
The new AJAX Low Emissions (LE) Engine utilizes a squish design combustion
chamber that includes a jet cell (igniter cell). The assembly procedure is
basically the same as on a standard engine, with the following additions and
changes in gas valve timing, ignition timing and power piston position.
Piston and Head Installation

1. The piston used on the LE engine does not incorporate notches or tapped
holes in the crown for installation as compared to the standard

cedure
combustion engine. It is recommended that a rod wrench (or strap

wrench) be used to install or remove the power piston.
2. Screw piston into cross-head until approximately three (3) threads are left
showing. Do not tighten rod nut at this time.
3. Install cylinder head (with gasket) and torque to 600 ft-lbs.
4. Using solder, set piston-to-head striking clearance at 0.110inches

(0.010inches). This is measured at the 6:00 position by inserting solder
through the gas injection hole down towards bottom of head. Roll piston
forward (rotate crankshaft in CW direction) past TDC, thus crushing
solder. Using a micrometer or dial calipers, measure thickness of crushed

cedure
solder. Adjust piston position accordingly, to obtain proper striking

clearance. Refer to Figure 1.
Figure 10-4: Piston to Head Striking Clearance
5. Once clearance is set, torque rod nut and check clearance again. Piston
has a tendency to turn out slightly when tightening nut.
Gas Cam Timing

Refer to ESS-T-911 as a basis for fuel injection timing. The following changes
must be made when converting an engine to LE application.
1. The flywheel and gear shield must be removed in order to remove layshaft
and reset cam timing.

Ignition Timing
2. Cam timing is retarded from the standard 13º ABDC beginning of

injection to 37º ABDC. Do not go beyond 37º ABDC! If gears do not
line up with cams at 37º ABDC, go back towards BDC (i.e. 35º ABDC).
Beginning of injection is 37º ABDC on all LE engines but the method of
setting the timing is different on DPC-2804s.
Ignition Timing
Ignition timing is changed on all LE engines to 3º BTDC. New mag pickup
brackets are furnished for all conversions through the DPC-600 & DPC-2803 to
accommodate the timing change
Igniter Assembly Installation.

1. Igniter assembly is indexed with a roll pin that lines up with a slot
machined in the LE power head. This ensures proper direction of igniter
exit orifice.
Notice: It is very important that the pin and slot are lined up properly!
Misalignment will result in severe piston crown damage
Notice: when igniter is torqued into the head, the roll pin will not
completely set into slot. This is only an alignment reference.
2. Install gasket (p/n SF-34-65) onto end of igniter by pressing on or using

small amount of grease to hold gasket in place when installing igniter into
the head. Insure O-ring is installed on igniter at this time also.
3. Install water seal (p/n 2-013-129-002) into head.

Spark Plugs
4. Install igniter into head being very careful not to damage water seal. This
may take some hand fitting of seal. Torque down in progressive 5 ft-lb incre-
ments to 70 ft-lbs.
Figure 10-5: Igniter Assembly
Spark Plugs
On older LE equipment (pre/92), where a YK-8209-C jet cell was used, a
Champion RW77N (BM-1022-2) spark plug with an initial gap of 0.015” to
0.018” was used. The main chamber spark plug utilized the Champion W-18
(BM-1022). Current production models (post 9/92), where a YK-8209-C-1 is
utilized, use a Champion W-18 (BM-1022) spark plug with an initial gap of
0.020” This allows use of the same spark plug for both the main chamber and the

Gas Injection Valves
igniter. The current production jet cell 9YK-8209-C-1) is identified with a ‘3/4/
stamped on the top face.
CAUTION: Do not install the W-18

spark plug in the YK-
8209-C jet cell. Damage
may occur to igniter and/
or spark plug threads as
the result of thread depth
and thread reach,
respectively
Gas Injection Valves

The gas injection valve used in the LE power end is of the same basic design as
the one used in the standard combustion assembly but the valve housing and
plunger housing are not interchangeable. The gas injection valve assembly on
the LE engine has a longer valve body housing and a shorter plunger housing to
accommodate the profile of the power head.
Miscellaneous
in addition to the preceding requirements, engines that are converted to the LE
design must have:
• Dry type, low restriction intake system

• Ring gear start system on 15” bore engines
• 3/8” hydraulic supply lines on gas injection system
• Exhaust line adjustment to compensate for length of insertion pipe in muffler
If you have any questions or problems pertaining to an LE retrofit conversion,

contact your local AJAX-SUPERIOR representative.

Chapter 11
Compressor Cylinder Assembly
Performance
By using a few simple checks, the operator can quickly determine if the
compressor cylinder is operating properly. The most obvious indication of
trouble is reduced capacity.
When a capacity reduction is noticed, feel the suction valve covers. A warm or
hot suction cover indicates a leaking valve. The discharge valve covers will
naturally run hot. However, if one cover is hotter than others, valve leakage is
indicated.
For a unit having two or more stages, it is a good idea to record the normal
interstage pressures and temperatures. Many times a change of interstage
conditions is merely normal reaction to a change in the unit’s overall
compression ratio. However, if the first stage suction conditions and the final
stage discharge pressure have not changed, then any change in interstage
conditions should be investigated.
An abnormal increase in interstage pressure indicates problems in the higher

stages; whereas, an abnormal decrease in interstage pressure indicates problems
in the lower stages.
Temperature gauges may be installed to show that operating gas temperature out
of each stage. Any significant rise in temperatures from a cylinder indicates an
abnormal condition, such as a leaking valve or a broken ring.
Clearance Adjustment - Compressor

One of the methods used to alter the horsepower and capacity of a compressor
cylinder is to change its head end clearance percent. “Normal” clearance percent
is by definition the minimum possible and will result in maximum horsepower
requirement and capacity. Reduction of horsepower and capacity is
accomplished by the addition of clearance volume, usually to the head end of the
compressor cylinder. Various devices, such as bottles, plugs and pockets, are
available to add clearance volume.
Chapter 11 - Compressor Cylinder Assembly 99

Performance Curves - Compressor
Performance Curves - Compressor

Performance curves are normally furnished which illustrate the proper
clearancing required to fully load the unit over various ranges of suction or
discharge pressures. Sometimes unpredictable situations occur which are not
covered by the performance curve and adjustments are made by “feel”. The
problem with operating out of the scope of an appropriate performance curve is
that the operator can easily exceed the allowable rod load or encounter a very
low or negative volumetric efficiency without having knowledge of doing so. A
typical problem encountered is the result of adding too much learance volume to
the head end of a cylinder. A point is reached (usually about 30% volumetric
efficiency) where the head end is incapable of producing a specific capacity. The
crank end of the cylinder will still be producing, but the head end will be erratic
or non-producing. In this situation, the head end works continuously on the
same volume of gas and generates undesirable heat. A better arrangement,
producing the same capacity, would be to operate single acting.
Single Acting Operation

When the required capacity drops the volumetric efficiency of the cylinder
below 50% it may be desirable to operate singel acting with one end of the
cylinder unloaded. This can be accomplished by removing the suction valves
from the end to be unloaded. The cylinder will then compress gas only on the
loaded end.
Hydrogen Sulfide Gas

Compressor cylinder are specially built whenever the gas contains more than 32
grains of hydrogen sulfide (.05% by volume). Higher percentages of hydrogen
sulfide increase the precautions taken.
Compressor Cylinder Bodies

Cylinder bodies are provided with water jackets which are accessible by
removing the cover plates. Cover plates should be removed periodically for
inspection and cleaning of the cooling surfaces.

Slip Liners
Some cylinder groups are solid bore types and the piston runs directly on the
cylinder body bore. If the gas is clean and proper lubrication is maintained, solid
bore cylinders will rarely need recondititiong or replacement.
Slip Liners
Slip liners are held in place by the cylinder head pressing against the flange
portion of the liner. Slip liners do not have interference with the cylinder bore
and can be removed easily after the cylinder head as been removed. In order to
get the liner started out of the body, the unit should be barred over with the end
of the piston rod pushing against a wooden block in the valve ports of the liner.
Once the liner is out far encough to get hold of the liner flange, remove the
piston and rod assembly. The liner can new be removed by hand.
Use new “O” rings, new back-up rings, and new liner flange gaskets when
installing a slip liner. Be sure factory flange gaskets are used, since improper
materials and sizes contribute to flange failures.
Side the inner flange gasket over the liner O.D. before installing back-up rings
and “O” rings on the liner. Slide the liner into the cylinder body making sure the
oil hole in the liner is aligned with the oil holein the cylinder body. Replace the
cylinder head and torque the cylinder head nuts.
Shrink Liners
Shrink liners are held in place by an interference fit between the O.D. of the liner
and the I.D. of the cylinder body. Shrink liners do not have flanges or “O” ring
grooves.
To remove a shrink liner from the compressor body, it is necessary to place the
body off center on a boring mill and cut out part of the liner. Usually the liner
will collapse due to the interference fit stresses when the liner wall becomes thin.
WARNING: DO NOT APPLY HEAT TO THE COMPRESSOR BODY

IN AN ATTEMPT TO REMOVE THE LINER.
DISTORTION AND WARPAGE OF THE COMPRESSOR
BODY CAN RESULT

Compressor Pistons
Prepare the cylinder body for a new liner by heating the body in a 350º F oven
for three hours. The cylinder body must be stood on end and a provision made to
locate the liner in the body in the same position as the original liner. The liner
must be dropped into the heated body immediately (in a matter of seconds)
before the liner can start heating due to contact and radiation of the hot cylinder
body. Cooling of the liner with dry ice can be employed to gain additional
assembly time. If cooling is used to shrink the liner, beware of frost action
which may cause the liner to stick while being installed.
Once the new liner has been installed and the cylinder body has cooled off, drill
lubricator holes in the liner by using the holes in the body as a pilot.
In cases where heating the cylinder body is impractical, a hydraulic press can be
employed to install the liner if adequate precautions are taken to prevent damage
to the mating surfaces.
Compressor Pistons
The design and material of the piston will vary considerable with the class of
compressor. Generally, cast iron pistons are used in the smaller diameter and
slower speed units while aluminum pistons may be used in the larger diameter
and higher speed units.
End clearance between piston and cylinder heads shoudl be adjusted as outlined
in start-up procedure.
Compressor Piston Rings

The piston rings should be fitted to the cylinder separately to check for proper
end gap. Too small a gap will allow the ends of the ring to butt together when
the ring is heated to operating temperature and cause excessive wear of both the
ring and the cylinder. A gap too large will allow blow-by to wipe the lubricant
from the cylinder wall.
The side clearance between the ring and the groove in the piston should also be
checked. Make sure the ring is free in the groove in all positions and that the
side clearance is not excessive. Rings and grooves should be cleaned to remove
all dirt or carbon that may have accumulate during previous operation. A ring
having too much side clearance tends to tip in the groove causing wear, while a
tight ring can stick and fail to seal.
Compressor Piston Rods
End gap and side clearance of new pistons and new rings vary according to ring
material and diameter:
Table 11-1: Piston Ring Clearance

Material Carbon Filled Teflon Peek Filled
Materials
Side Clearance .988 x Nominal Width .994 x Nominal Width
Tolerance (inches) +.000 +.000
-.004 -.004
End Gap (90 Cut) .022 x Nominal Diameter .011 x Nominal Diameter
(45 Cut) .016 x Nominal Diameter .008 x Nominal Diameter
Tolerance + .001/in. Diameter, -.000 + .001/in. Dia, -.00
Minimum .010 .010
(inches)
Rings should be checked for roundness to insure a minimum wear in time. Also
check that the ring can be depressed below the diameter of the piston at all
points.
Coat the rings and ring grooves liberally with clean oil before inserting the piston
into the cylinder. Stagger the end gaps of the piston rings with respect to one
another.
Compressor Piston Rods

Piston rods are generally chrome plated high strength alloy steel. Special
materials or coatings are used when the gas is corrosive. It is essential that the
rod be free from scratches or nicks to prevent damage to the oil scraper or
packing rings.
The piston rod is screwed into the cross-head and locked by set screws and lock
nuts. be sure to loosen set screws sufficiently to prevent damage to threads when
removing piston rod.
Compressor Pressure Packing

Particular care should be taken during the initial break-in period of a compressor
piston rod pressure packing. It is recommended that the lubricator feed rate for
the packing be set at twice the normal rate and the compressor run unloaded for
15 minutes.
Compressor Valves
Periodic inspections should be established to detect packing malfunctions before

they cause major damage. It is good practice not to disturb the packing as long as
it does not leak.
CAUTION: Continued use of a leaking packing can result in

damage to the piston rod
Inspect the piston rod for surface defects such as scores or shoulders. If the rod is
not in good condition, it should be refinished or replaced.
The teflon packing rings use a teflon/metal combination. The teflon ring faces
the pressure; whereas, the metal ring backs up the teflon ring to prevent the
pressure from extruding the teflon between the rod and the packing case.
Compressor Valves
Ajax compressor valves are the plate or poppet type. Some valves have a
separate plate covering each port in the seat and are called “individual ring” plate
valves. Other valves have the individual plates webbed together to form a single
plate and are called “ported” plate valves. The plate or rings seal on the smoothly
ground surface of the seat. The valve guard house the springs which hold the
plate or rings against the seat.
Notice: Valves should be removed periodically for inspection and

cleaning.
Check the valve plates for cracks, indentations, wear and distortions. If any of
these conditions exist, replace the plate valve as well as the springs. New valve
plates are finished on both sides, so either side can be used initially. If plates are
reused they should be assembled in the valve the same way they came out. Plates
should not be “turned over” since the guard and springs remove the smooth
surface from the guard side of the valve plate.
Examine the gasket seating surfaces on the valve, as well as in the cylinder body.
These surfaces should be free from nicks, scratches, and dirt.

Compressor Valves
When compressor valves are assembled, a screwdriver should be used to lift

each plate off the seat at various points around the plate to ensure each plate is
free at all points.
CAUTION: When assembling valves into the compressor cylinder, use

extreme caution making sure that the suction valves are not
installed in discharge points and vice versa.
Assemble the valve into the compressor cylinder with extreme caution making
sure suction valves are not installed in discharge points or vice versa. Trace the
flow of the gas and remember a valve opens in the same direction as the flow of
the gas. Use a screwdriver to verify the flow of gas through each valve before it
is installed in the cylinder.
To get the maximum efficiency from a compressor cylinder, the inlet and
discharge valves must be clean and tight. Valves should be inspected
periodically. Experience will tell how often they must be cleaned under the
particular operating conditions.
If valves require frequent cleaning, the cause may be one of the following:
• Excess oil, or and improper grade of oil. This will cause carbon to deposit on
the valves, and also throughout the compressor cylinder. Use only enough oil
to properly lubricate the cylinders and be sure to use the best grade oils.
• High gas temperature, which is usually the result of leaking valves as
explained in previous discussion under “compressor cylinders.”
• Dirty intake gas. This situation can usually be remedied by installing a filter
in the intake line.
The underside of cylinders have valve cages with set screws to keep the valve
seat gasket, valve assembly and valve cage from falling out of the cylinder while
the valve cap gaskets are being removed or installed.
Tighten all valve cap nuts finger tight before applying a wrench to them. Using a
torque wrench, tighten the nuts opposite each other a little at a time so the valve
cap will be brought down evenly on the valve cap gasket.
Torque values for tightening nuts are listed in section 4.

Compressor Cylinder and Pressure Packing Lubrication
Compressor Cylinder and Pressure Packing

Lubrication
CAUTION: Read these instructions thoroughly before selecting a

lubricant.
Compressor Lubrication
Wide variations in actual field operating conditions, such as the cleanliness of
the gas, the “wetness” of the gas and even the type of gas, make it almost
impossible to specify the exact quantities of lubricants required for compressor
cylinders. However, for dry, clean gases, such as those mentioned under “Oil
Specifications,” the following rules will generally suffice to provide ample
lubrication after initial run-in:
• The actual volume of lubrication used is generally expressed in pints

per day. Since the rubbing surface of a reciprocating motion is involved, an
amount of oil equivalent to 1/2 pints per day per one million square feet of
swept area plus a “pressure factor” amount should give satisfactory results.
From this rule the following formula should be used: (31.4 x Bore Dia. x
Stroke x RPM) + (333 x Disch. Press.)
• The answer to this formula gives a factor which represents the relative
amount of lubricant required per cylinder. To convert this lubrication factor
to pints/day/cylinder, move the decimal point six (6) places to the left.
Another conversion that will express the quantity in approximate drops/
minute is to move the decimal point only five (5) places to the left.
• Since cylinder lubrication is nearly always supplied by a sight feed

lubricator, which permits visual observance of pump strokes and “so many
drops per minute” of lubricant being supplied to each cylinder point or
points, it is convenient to be able to express “Pts./Day” in “Drops/Min.” A
rough rule of thumb for making this conversion is to consider
approximately 10 Drops/Min. equal to 1 Pt./Day. this is equivalent to about
14,400 drops per pint, considering the drops to be approximately 5/32 in
diameter, which is the average size put out by most gravity and vacuum
sight feed lubricators. For lubricators having the glycerine filled sight feed,

about 3 to 4 “drops”, or expulsions per minute up the wire is equivalent to

1 Pt./Day.
• On the initial start-up of new compressors, and especially if high

humidity and/or “wet” gas conditions are encountered, the above rates
should be nearly doubled for the first few hours of operation, and then cut
back, generally to the point of sufficient lubrication.
• Since it is always less expensive to start out over-lubricated that it is to

replace or repair scored cylinders, rings, rod packing and rods, it is never-
the-less undesirable and uneconomical to continue at such a rate.Over-
lubrication can cause excessive oil carry-over into air lines, instruments,
and even to the end products, plus resulting in over-carboning and
gumming of valves and rod packing.Therefore, after the first few hours of
lubrication, after you observe that the unit is properly lubricated, the rate
can be cut back by steps of 2 to 3 drops per minute, until the desirable oil
film, as noted in the next paragraph, is attained.
• By shutting the compressor down, and removing one or two of the

valves, inspection of the cylinder interior can be made for sufficient
lubrication. Over lubrication is the result of excessive oil, and small
puddles of oil will collect in the cylinder low spots. This indicates that a
cut-back in the lube rate is required. On the other hand, if surfaces are dry
and no oil film appears present, the rate should be increased. A generally
accepted test for sufficient lubrication is to blot the rubbing surfaces with 3
or 4 layers of tissue or cigarrete paper, immediately after removing a valve,
and following a shutdown. A yellow stain or clear oily discoloration
through the first layer and into the second layer of tissue is indication of
proper lubrication. Lube rates should be adjusted up or down according to
the indication of this test. Any evidence of gray, black, or bronze
discoloration in the oil may indicate abrasion, scuffing, or some other
malfunction which should be investigated prior to start-up.
• Certain air compressors having rod packing lubricated by carry-over

from the compressor cylinders can be checked for sufficient lubrication by
applying tissue test to the rod surface through the distance piece opening.
The lube rates, as calculated by the formula in paragraph “a”, should be
sufficient for such cylinders and packing arrangements, but the final lube
rate will generally be dependent upon maintaining a proper oil film on the
rod surface, rather than on the cylinder surface. However, since
applications and cylinder sizes can vary, both surfaces should be

periodically checked for determination of which surface takes precedence

in deciding the final lube rate.
To summarize the above:

1. Careful selection of the lubricant for the specific application is very
important.
2. To ensure that the proper lube rate is being applied, examine the cylinder
and rod periodically.
3. Extended over-lubrication is as detrimental as under-lubrication. Over-

lubrication will result in excess oil and heavy carbon deposits. Under-
lubrication may result in scoring and scuffing.
Notice: TD-1165, Table 5A Chart, is convenient for estimating lube oil

rates in accordance with the formula given in paragraph (a).
Packing Lubrication Quantities

Since many lubricated applications require rod pressure packings having one or
more points of lubrication supplied by individual pumps on the same lubricator
supplying the cylinders, the same notes applying to “Cylinder Lubrication
Quantities” generally holds true. However, a safe quantity of “rod oil” for the
same dry, clean gases listed previously is 3/4 pint per day per million square feet
of swept area plus a “pressure factor” amount. This is expressed by the formula:
(47 x Rod Dia. x Stroke x RPM) + (75 x Disch. Press.)
The answer to this formula gives a factor which represents the relative amount of
lubricant required per rod. To convert this lubricant factor to pints/day/rod, move
the decimal point six (6) places to the left. Another conversion that will express
the quantity in approximate drops/minute is to move the decimal point only 5
(five) places to the left.
Drops/minute, start-up rates and final lube rates are determined in the same
manner as that outlined under “Cylinder Lubrication Quantities.”
Fire Resistant Lubricants

Quite often, in air compressors and certain process applications, synthetic or fire
resistant lubricants, such as Pydraul AC, Fyrquel, (formerly Celllube) and
Houghto-Safe, are used for cylinder and rod lubrication. Before using these
lubricants, you must properly prepare the compressor, carefully select the
lubricant, and use an appropriate quantity of lubricant.
It is important that you prepare the machine for synthetic or fire-resistant

lubricants since gaskets, seals, o-rings and paints must be compatible with the
particular lubricant being used. Check with the particular lubricant manufacturer
in order to know the necessary compatible materials.
If you use synthetic lubricant, it is recommended that the cylinders be broken-in

using a heavy mineral oil (SAE-60 or greater), and running for at least 150 hours
or until the cylinders have taken on a glazed appearance. After break-in, you can
then use a synthetic lubricant of proper grade. Since the synthetic lubricants may
vary in density from those of hydrocarbon lubricants, the required lube rate at
initial use should be increased by 1-1/2 to 2 times those rates established in
Articles 2 and 3 for cylinder and rod pressure packings. However, the same
general tissue test for sufficient surface film is usually satisfactory. Also, a
possible cut back in Labanotation rate may be realized after just a few hours of
operation.
In cases where it is absolutely impossible to break-in the compressor cylinders

on a mineral oil and synthetic lubricants must be used, please note that cylinder
scoring could possibly occur. To avoid scuffing, suction piping must be very
clean, since the film thickness of synthetic lubricant is generally less than with
the mineral oils. It is further recommended that the particular grade of synthetic
lubricant be on the higher side of the available viscosity range, and that the
highest lube rate possible be used for the first 100-150 hours. This initial lube
rate must be at least 1-1/2 to 2 times the rates established in Articles 2 and 3.
Occasionally, units must be started-up and broken-in during low ambient

temperature conditions. When this is the case, lubricator heaters are usually
necessary to insure that the lubricant is warm enough to flow properly, since
most synthetic lubricants have a higher viscosity index than do most
hydrocarbon lubricants.
If you decide to change from a hydrocarbon lubricant to a synthetic lubricant on

a machine that has operated for a period of time with hydrocarbon lubricant, it is
best to select a fire resistant fluid that is compatible with most standard materials
of construction. Ore-Lube is one such lubricant. If such a fully compatible fluid
is not going to be used, then gaskets, seals, o-rings, and paints may have to be
changed out since the lubricant may have a deteriorating effect on these items.
When making such a change, it is advisable to check cylinder internals and to
remove all carbon deposits on valves, etc., to prevent their being loosened by the
new lubricant.

Since there are a number of different synthetic lubricants on the market today, it
is best to get all the available information about the specific lubricant to be used
prior to establishing materials of construction, start-up, and normal operation
rates. For example, Flurosilicone lubricants are coming into use in compressor
applications and the lube rates for this particular synthetic material may be as
low as one (1) pint per month; therefore, it must be stressed that the lubricant
manufacturer be consulted prior to the use of any new and unfamiliar synthetic
lubricant.
Additional Comments and General Information

The terms “non-lube”, “normal-lube,” “semi-lube”, and “mini-lube” are
often applied to compressor applications. A brief description of each of these
terms is as follows:
“Non-Lube” is described as those applications where the compressor cylinders
are constructed so that no lubrication need be supplied to the cylinder and rod
pressure packing. In some “Non-Lube” cylinders, it may even be impossible for
any accidental lubrication to reach the rod pressure packing and cylinder. The
sealing and rubbing materials for piston rings and packing rings are made of a
suitable filled Teflon material that has self-lubricating characteristics, and is
specially selected to meet all the operating conditions of each specific job. The
piston is supplied with rider rings or bands of the same material so that there will
be no metal-to-metal rubbing parts in the cylinder.
“Normal-Lube” applications generally have suitable metallic piston rings and

packing rings that depend on an oil film to prevent metal-to-metal contact in the
sealing and rubbing area. The normal lube rate is that amount supplied to the
cylinders and rods in accordance with the rules of Articles 2, 3, and 4. However,
remember that what may be normal for one application may be too much or too
little for the next. It is also possible to have non-lube construction, as outlined
above, and supply normal lube to the cylinders and packing even though the
sealing and rubbing trim is Teflon. However, normal lube in this case would be
less than normal lube for the same application with metallic rings.
“Semi-Lube” is generally one-half (1/2) the normal lube rate. Sometimes semi-
lube can be accomplished by using special lubricants. Semi-lube can also be
accomplished by using suitable Teflon piston rings and packing rings, with no
rider rings on the pistons.
“Min-Lube” is defined as a controlled amount of oil at about one-quarter (1/4)

the normal rate of lubrication. For special applications, this can be accomplished
by use of the exotic Flouro-Silicone lubricants, where the lube rate may even be
as low as one pint per month with metallic sealing and rubbing materials.

However, construction is identical to the construction of non-lube, except that

the cylinders and packing are supplied with lubrication points. When this is done
and lubrication is applied properly, the cylinder will have long ring and packing
life, with little or no rod or cylinder wear. (of course, this is true only if the gas is
free of dirt or fine abrasives which is always damaging regardless of the type of
construction and lubrication used).
For min-lube, viscosities of the lubricant should be lower than for normal
lubricated services. The following is recommended:
• Viscosity @100 degrees F - 130 to 160 SSU.

• Viscosity @210 degrees F - 40 t0 45 SSU.
These viscosities are equivalent to SAE 5 to 10 weight oil.
A straight napthenic oil will generally be a better choice than a paraffinic oil;
however, remember that the lubricant must meet the specifics of the application.
It may be damaging to the Teflon trim to use lubricants with higher viscosities
than those listed.
One important word of caution regarding min-lube applications: too little lube
may cause a gumming and a high wear condition that is worse than not using
lubricant at all. Some min-lube applications will require as much as what is
normal lube for others, while other min-lube applications may work
satisfactorily at low lube rates.
“Accidental Lube” is oil that reaches the packing and/or cylinders in an

unknown and uncontrolled amount.
“Minimum-Lube” is the quantity of oil which reaches the packing and

cylinders in a controlled amount that has been determined to be the least amount
necessary for satisfactory life of the rubbing parts.


Chapter 12
Ignition
This chapter provides a description of the Altronic ignition system, and describes
the proper procedure for keyless flywheel installation and ignition timing.
Altronic ignition is standard equipment on all Ajax engine-compressors. For
detailed instructions on the operation and maintenance of specific Altronic
ignition systems (i.e. Altronic I, Altronic III) refer to the vendor literature section
of your unit’s Ajax package service manual. Ignition system parts lists and
wiring diagrams specific to your unit can be found in the “Illustrated Parts Lists”
section of the Ajax package service manual.
Altronic Ignition - Description

The Altronic ignition system is a solid state capacitor discharge ignition system
consisting of an alternator with electronic component box, ignition coils, pick up
coil assembly and flywheel mounted timing magnets (see figure 12-1 below)
Ignition Coils
Electronic
Component Box
Altronic Alternator
Figure 12-1:Altronic Ignition System
Chapter 12 - Ignition System 23

Altronic Ignition - Description
The assembly of alternator and component box is installed on the control box
and is driven by a gear on the layshaft. The alternator is driven at twice engine
speed and generates power which is stored in a capacitor located in the
component box. During operation the magnets mounted on the flywheel pass a
pick up coil assembly located near the inner face of the flywheel and this induces
a voltage which is sufficient to trigger a solid state switch. This switch releases
the energy stored in the capacitor which is then transmitted through wiring to the
ignition coil located on the engine cylinder head. The ignition coil transforms the
energy to a voltage high enough to fire the spark plug (see figure 12-2 below).
Figure 12-2: Altronic Ignition System Wiring
The position of the magnets on the flywheel establishes the basic ignition timing
of the Altronic system. Since these magnets are installed in holes drilled into the
flywheel face at the factory, their positions are fixed.
The bracket on which the pick-up coils are mounted is drilled so the pick-up
coils can be installed in various positions. The pick-up coil is factory installed to
fire the spark plug at 3º (9º in non-LE applications) before the piston reaches top
dead center. This is the recommended setting for most installations.
The ignition can be advanced 2º by installing the pick-up coil one set of holes
lower in the bracket, and can be retarded 2º by raising the pick-up coil one set of
holes.
The spark produced by the solid state ignition is of very short duration and high
intensity. This permits successful fitting of plugs with wider gaps or partial
fouling than would be possible with magneto ignition, thus giving a much longer
spark plug life.


This procedure 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.
WARNING: WHEN STANDING THE FLYWHEEL ON ITS EDGE,

MAKE CERTAIN THAT IT IS FIRMLY SECURE.
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.
Figure 12-3: Flywheel Cross-Section

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 .001 inches - .003 inches. Do not over
lubricate.
Notice: Step 6 should only be performed during initial engine assembly.

Do not lubricate on field 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 flywheel and the
end of the crankshaft are even.
Notice: Do not wiggle the flywheel in and out 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 inch
clearance from the flywheel. Adjust the pointer unit it is located in the
middle of vertical slot on the bracket.
Finding TDC and Timing Degree Marks

11. Place a 4 inch 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 it has passed TDC far enough to re-
insert the bar.
15. Reinsert the bar and rotate the engine counter-clockwise until the bar
stops the crosshead against the packing. Hold the flywheel in this
position.
16. Mark the flywheel on the O.D. with an ink marker at the pointer location.
This is “Temporary Mark #2.”
17. Release the tension from the bar and remove. Rotate the engine to allow
access to both of the temporary marks.
18. Measure the distance between the marks. Divide the distance by two
and, using an ink marker, create a third mark equidistant between the
two marks. This will be “Temporary Mark #T.” Mark T represents the
Top Dead Center (TDC) of the crankshaft.
Notice: You can verify the position of the TDC mark by measuring the
distance between marks #1 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. All 2200 and 2800 engines use a 48 inch
diameter flywheel. This means that:
• 3º = 11/4 inch Flywheel O.D. distance
• 9º = 33/4 inch Flywheel O.D. distance
• 11º = 4-5/8 inch Flywheel O.D. distance
20. Using one of the above distances, create a temporary mark on the
flywheel to represent either 3 degrees, 9 degrees, or 11 degrees
(depending on model) before TDC or clockwise from the T mark on the
flywheel.
21. Rotate the engine so that the timing mark is aligned with the flywheel
pointer. This sets the crankshaft in the general range of normal ignition
timing.

22. Use the nut and stud expanders to lock and hold the crankshaft in
position. These should be installed between the sheave and end cover.
See Figure 2. This picture shows the method of locking the crankshaft
used during engine assembly. Alternate methods of locking are
acceptable for field installation.
23. Check that the timing mark is still aligned with the flywheel pointer. As
a double check, verify that 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.
Figure 12-4: End of Crankshaft
Figure 12-5: Timing Degree Mark Below Horizontal

Setting Timing of the Flywheel

25. Ensure that the ignition pickup coils are in the proper holes.
• 3º = Top Holes
• 9º = Two Holes From the Bottom
• 11º = Bottom Holes
26. Rotate the flywheel on the crankshaft, without moving the crankshaft
itself, until the recessed magnet is centered over the number 1 pickup
coil. This is the “A” pickup coil or the one closest to the power end.
27. While keeping the magnet aligned, re-tighten the ringfeder to the
flywheel. Now place a permanent timing mark on the flywheel and mark
it either 3 degrees, 9 degrees, and 11 degrees accordingly.
28. Permanently mark the TDC location and then erase all of the temporary
marks made on the flywheel.
29. Remove all crankshaft locking devices and find TDC as in the above
procedures to verify that the TDC position and the ignition timing mark
have been correctly located relative to the magnet position.
30. When certain that the permanent marks are correct, tighten and torque all
flywheel bolts.
31. Match mark the flywheel coincident with the scribe line on the end of the
crankshaft using a chisel. Stamp a “1” next to this mark.
32. Stamp the engine serial numbers on the crankshaft and hub of the
flywheel.
33. Chisel mark a line on the OD of the flywheel at TDC. Metal stamp a “0”
next to this mark.
34. Chisel mark a line at either the 3 degree, 9 degree, or 11 degree

(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.



Chapter 13
IGTB Governor
This chapter provides and overview of the proper operation and maintenance of
the Ajax integrated governor throttle body. Topics covered include operation of
the governor, as well as problem diagnostics.
IGTB Governor
The IGTB is a combination of a throttle and an electronic governor, therefore
“integrated governor throttle body” or IGTB. Its function is to maintain an
established RPM set point throughout the load range of the engine. NOTE: The
throttle is not a shutoff valve. There is enough clearance between the body and
the throttle plate to allow the engine to run under certain conditions at less than
rated idle RPM when the governor is not powered.
As shown below, the governor measures the RPM with a magnetic pick up and
compares it to the set point RPM supplied by the pressure transducer.
24vdc
supply
3-15 psig =
300-440 RPM
1-5vdc
Fuel Fuel
Inlet Outlet
IGTB
RPM set point is established by a pneumatic 3 to 15 psig signal to the pressure-

to-voltage transducer. See Table below for pressure signals and corresponding
voltage and RPM:
Chapter 13 - IGTB Governor 123

IGTB Governor
Table 1:
RPM V oltage Pressure
300 1.8 3
335 2.6 6
370 3.4 9
405 4.2 12
440 5.0 15
When the set point is changed to an increased value the rate of acceleration to
that value is 12 RPM/second.
When the set point is changed to a decreased value the rate of deceleration is 12
RPM/second.
An attained RPM set point is maintained by PID values for best response to
changes in load.
The governor has an operating voltage range of 18 to 28 Vdc with a nominal

voltage of 24V. The governor consumes 32W maximum power at a peak current
of 1.3A (24V) assuming 4 ohms stator resistance at 77ºF.
Its operating temperature range is -40ºF to 221ºF.
Protect the system with a 6A fuse in the voltage supply line.
The governor will not consume power when the engine is stopped. However, if
the engine will be out of service for an extended time, it is best to disconnect the
input power.
Note: The governor should not be used for engine shutdown. Ground the ignition
system and shut in the fuel supply to assure engine shutdown.
The governor’s tuning values (gain, reset, etc.) are optimized for conventional
compressor RPM control operations, and step load operations. The values are
fixed, and are not field adjustable. Ring gear tooth count and RPM set point vs
set point voltage can be altered by use of a downloadable file from Woodward, a
data link wiring harness (p/n A-4669), and a PC’s RS-232 port. Instructions
accompany the A-4669 data link wiring harness.

Problem Diagnostics
When the engine is operating at rated load and speed, adjust the fuel supply
pressure to be 4 to 6 psig above the fuel pressure downstream of the governor.
Assure that the engine will idle without load at that pressure setting. If it does
not, reduce the supply pressure slightly so that no load, idle RPM can be
achieved.
Problem Diagnostics
Use the throttle’s fuel supply pressure gauge and fuel outlet pressure gauge to
help analyze governor performance. For example, notice the outlet pressure at
engine light off, or the outlet pressure at typical operating conditions. (Be certain
that the isolation/dampening valves are adjusted for credible readings).
When performing electrical diagnostics, use a digital voltmeter connected to the
governor’s wiring harness plug. The appropriate pin connections are listed in the
table below, and on the wiring harness assembly drawing. All voltages will be
Vdc. If your voltmeter does not have an RMS function to measure the MPU
signal level, use Vac for that signal only.
WARNING: BE BE CERTAIN THAT THE ENGINE’S IGNITION WILL

BE GROUNDED, AND THE FUEL SUPPLY WILL BE
SHUT IN FOR THESE TESTS CERTAIN THAT THE
ENGINE’S IGNITION WILL BE GROUNDED, AND THE
FUEL SUPPLY WILL BE SHUT IN FOR THESE TESTS

Problem Diagnostics
Problem Diagnostics
Problem Possible Cause Suggested Test/Correction
Engine does not Power not applied Disconnect harness from gover-
start. nor. Test for +24V between plug
socket #1 and #5.
MPU gap too large Rotate engine manually to check
for 0.020” to 0.030” gap.
MPU signal connection open Disconnect harness from the gov-
ernor. Reset the annunciator. Test
for at least 2 Vrms between pin 11
and pin 3 during cranking.
Stuck Throttle Shaft Remove the governor. Move
throttle by hand. Assess smooth-
ness, friction, and return spring
force.
Engine starts, but MPU gap too large Rotate engine manually to check
shuts down. for 0.020” to 0.030” gap.
Engine starts, but Inadequate electrical power Assure that 18-28Vdc is supplied
does not accelerate to to governor pin connections #1
idle RPM. (+Vdc) and #5(-Vdc).
Manually switch off governor
power. Then switch it on, and
restart the engine. If RPM control
does not occur, replace the gover-
nor.
Engine starts and Ignition misfire Troubleshoot the ignition system.
runs, but is unstable.
Precombustion Chamber fuel Check for normal PCC fuel pres-
supply sure, and fouled or stuck check
valves.
Gas Injection Valve Adjustment Using combustion pressure man-
agement, balance the firing pres-
sures.

Problem Diagnostics
Problem Diagnostics
Unable to attain rated Pressure transducer output low A 3-15 psig input signal should
RPM with a slight produce a 1.8-5vdc output signal.
load. Apply 15 psig to the transducer
input. If 5vdc is not measured
between the plug’s pin 8 (+Vdc)
and pin 3 (-Vdc), replace the
transducer.
Unable to develop Low fuel pressure Increase the fuel supply pressure.
full load RPM.
Unable to idle at no High fuel pressure Decrease the fuel supply pres-
load. sure.

Problem Diagnostics

Chapter 14
Servicing for Extended Storage
This chapter provides safety instructions on
• Preparing for Extended Storage
• Servicing after Extended Periods in Storage
Preparing For Extended Storage

1. Drain cooling system by removing pipe plug at bottom of cylinders. Make
sure all of the cooling system is drained at all low points.
2. Drain oil from crankcase, and ahead of cross-head guides. Remove side
cover and wipe crankcase clean with rags. Do not use waste oil. Using an
oil can with a good grade lubricating oil, squirt oil on piston rods and
around stuffing box and connecting rod bearings. Wipe oil on both upper
and lower guides and replace cover.
3. Remove crankcase top covers and wipe remainder of crankcase clean.

Squirt oil in and around main bearings and crank pin bearings. Remove
breather caps and wash in solvent and blow dry with air. then re-oil filter
element and install on unit.
4. Drain scavenging chamber to remove sludge. Replace plug.
5. Swab engine piston rods with oil while pistons are at back dead center.
6. Remove engine cylinder heads and swab cylinder bores with oil while
piston is at back dead center. Install cylinder head and rotate crank so that
piston is about mid-stroke. Pump each cylinder lubricator pump ten or
twelve times by hand, thus flushing oil around piston and rings.
7. Using 3/8 inch plywood, cut a disc that will fit inside tapped holes for the
exhaust flange. Insert disc over exhaust opening. Draw flange capscrews
up tight, thus sealing cylinder from dust and other foreign matter.
8. Apply liberal amount of grease to all ball and socket joints used in linkage
arrangement for fuel system.
Chapter 14 - Servicing for Extended Periods 129

Preparing For Extended Usage
9. Remove mixer manifolds and apply a light rust inhibiting oil to the
seating surfaces of valve strips.
10. Remove spool from throttle valve and thoroughly oil spool and bore in
body before re-assembling.
11. Do not drain fluid from the gas injection system. Do not drain oil from
control box and lubricator.
12. If unit is moved from foundation and the flywheel is removed from
crankshaft, coat the crankshaft and flywheel bore with grease. Also,
plug all openings, such as air starting and rotary throttle valve inlets.
13. Remove overspeed switch bolt from flywheel, clean and apply oil to
plunger and bore before re-assembling.
14. Remove distance piece covers and wipe chamber clean. Thoroughly
wipe compressor piston rod with a rust inhibiting oil. Rotate crank to
cover maximum length of rod. Pump lubricator feeds by hand to flood
stuffing boxes and cylinders.
15. Remove compressor valves and coat all components with oil. Before
replacing valves, squirt oil on cylinder wall and on piston rod.
16. Pump each lubricator pump ten or twelve times by hand to lubricate
compressor piston and pressure packing. Rotate crankshaft to distribute
oil.
17. On cylinders equipped with variable volume clearance pockets, oil

piston and threaded rod. Cover exposed rod with grease.
18. All exposed valve stems should be protected with grease.
19. Cover all flange openings with plywood covers cut to suit.
20. Plug all threaded openings.
21. Disassemble trap, clean and oil orifice and seat before reassembling.
22. Grease fan shaft and bearings.
23. Loosen idler pulley to remove load from V-belts.

Servicing After Extended Periods In Storage
24. Protect instrument panel and any other exposed area which might be
damaged during storage.

Ajax has taken every practical precaution to prevent corrosion or rust in
bearings, piston rods, cross-heads, metallic packing, cooling system, etc., by
treating all of these parts with approved rust inhibitors. However, the following
additional precautions should be taken when placing engine-compressors in
service after long periods in storage after shipment from the factory, or other
extended storage periods.
25. Remove side and top covers and see that the crankcase is clean. Fill
crankcase with oil. See lubrication recommendations in Section 5.
26. Remove cylinder head and clean cylinder bore. Swab the cylinder with
clean lubricating oil to provide initial lubrication for piston and rings.
27. Inject a light oil in the various bearings, as well as around cross-head and
on piston rod. For a completely thorough job of reconditioning, the
metallic packing should be cleaned and oiled. Packing on lubricator
shaft should be loosened and oiled, and the governor lever shaft outer
bearings should be oiled.
28. All screws and nuts which hold gaskets should be tightened, as with
lapse of time the various gaskets may have shrunk. this applies
particularly to cylinder heads.
29. Carefully drain the lubricator before filling. After filling the lubricator,
disconnect each of the oil feed lines, operate the lubricator flushing units
by hand and see that oil flows freely through each oil line, and through
the check valve.
30. Remove governor cap and inspect governor weight pins and remove any
corrosion which has accumulated during storage period. Oil and make
sure that all working parts are operating freely.
31. Clean air filter.
32. Remove all plywood storage covers and plugs from flange openings and
threaded connections.
Chapter 14 - Servicing for Extended Periods 131

33. Tighten

Chapter 15
Preventive Maintenance
A good preventive maintenance program can add years of trouble-free

performance at low operating cost. The first requirement for this kind of
maintenance is to consistently observe good maintenance practices. When
operating Ajax engine-compressors, the following points will contribute to
maximum performance and economy.
Notice: Cleanliness is most essential in the operation and maintenance of

the unit. Clean air, clean water, free from scale-forming minerals,
and clean lubricants should be the rule - always.
When starting a cold engine, allow to idle until warm before applying load.
Before starting, it is always good practice to lubricate cylinder walls by pumping

lubricator hand flushing units with the piston at various positions.
Observe that the cooling water system is full and operating properly before
starting. Be sure that all water connections are tight.
Under no circumstances should a large amount of cold water be allowed

suddenly to enter a heated engine cylinder.
In freezing weather, all parts which contain water and which are subject to
freezing should be carefully drained and anti-freeze added. Always mix anti-
freeze and water in a clean container before adding to the cooling system.
Always be certain that there is sufficient oil in the crankcase and in the force feed
lubricator before starting.
Do not under any circumstances allow water to enter into the lubrication system.
Do not exceed the rated speed for normal operation.

Immediately investigate the cause of any unusual noise or knocks. Locate the
cause of the noise instead of experimenting with adjustments.
Chapter 15 - Preventive Maintenance 33

Suggestions for a Preventive Maintenance Program
Suggestions for a Preventive Maintenance

Program
Daily:
• Check the lubricator oil level to make sure that the oil from the reserve
tank is maintaining proper level through proper functioning of float valve
in lubricator compartment
• Check sight feeds to make sure each pump is functioning
• Check the crankcase oil level. When adding oil, bring oil up only to
the running level mark when unit is in operation. If too much is added,
drain back to the running mark. Too high a level will not only waste oil, but
will also cause ring sticking, excessive port carboning, rapid ring and
cylinder wear, loss of power and oil leakage around shafts and gaskets.
Weekly
• Check fuel gas pressure and adjust, if necessary. Once fuel pressure
has been adjusted for smooth operation, further adjustment should be
required only when appreciable load changes are made or fuel gas
composition changes.
• Check spark plug and maintain proper gap.
• When operating on capacitor discharge ignition system (Altronic),

spark plug gap should be set at.030 inches.
Notice: Because of greatly increased spark plug life gained with the
capacitor discharge ignition system, the economic advantage of
platinum point plugs with this system is questionable.
• Drain any accumulation of fluid from fuel gas volume tank.
• Check water level in radiator or cooler.

Monthly
Check air filter elements, clean or replace if necessary. Air filters should be
checked after heavy dust storms. Check water level in cooling system. Drain the
scavenging chamber to remove accumulation of spent lubricating oil.
Notice: Do not drain while engine is running.
Semi-annually
• STest all safety devices to make sure they are properly set and
operating.
• Inspect and change spark plugs if necessary.
• Inspect and tighten all exposed nuts and fasteners
• Inspect and clean compressor valves; replace worn or broken parts
Annually
• Replace spark plugs and cables
• Check alternator at reliable authorized service station
• Inspect governor and replace worn parts
• Clean and inspect lubricator and replace worn parts
• Clean breather gaps on the crankcase
• Thoroughly clean all dirt accumulation from the radiator and/or cooler
and check for leaks
• Inspect and replace worn cooling system fan drive belts
• Drain and flush crankcase
• Remove cylinder head. Inspect intake and exhaust ports and remove
all carbon in ports
Chapter 15 - Preventive Maintenance 35

• Check compressor piston rod pressure packing
Bi-annually
• Inspect and, if necessary, replace worn piston rings, thoroughly clean

in piston and ring grooves.
• Inspect and, if necessary, replace cross-head pin bearings
• Check cooler tubes and remove any accumulated deposits

0102-000 - Frame and Crosshead Assembly
1 ZK-6000-J BED COMPRESSOR 1
2 ZBM-10003-M-1 DATA PLATE, AJAX ENGINE 1
3 ZBM-1386-A SCREW DRIVE 4
4 ZK-6015-C SUPPORT BEARING 1
5 ZYAE-5549-3 SUPPORT BEARING 1
* A-3320 Support 1
* A-3321-1 Cap 1
* BM-11916-1614 Nut 4
* P-5455-2 Bolt 4
6 ZA-2581-F-1 SUPPORT BEARING 1
7 ZA-573 WASHER PLAIN 6
8 ZYAE-5014-A PACKING ENGINE ROD 2
9 ZA-1264-A-1 SLINGER 2
10 ZQ-6316-A RING RETAINING 1
11 ZBM-11953-06 PLUG PIPE 4
14 ZA-1944-A-1 COVER RECT 1
15 ZBM-11900-0813-08 BOLT HEX HEAD 8
16 ZK-6013-F COVER SQUARE 2
17 ZBM-776-F BREATHER 2
18 ZK-6018-B SUPPORT BEARING 1
19 ZA-2579-E SHIELD 1
20 ZA-4522 GASKET FLAT RECT 1
21 ZA-4521-A GASKET FLAT RD 1
23 ZK-6243 BAFFLE 2
24 ZA-4675 WASHER, FLAT COPPER 8
28 ZA-2253-B GASKET, OIL SLINGER 2
30 ZK-6241 GASKET 2
31 ZBM11900C042006 BOLT HEX HEAD 8
32 ZBM11900C081308 BOLT HEX HEAD 10
33 ZBM-11900-0813-10 BOLT HEX HEAD 41
34 ZK-7021-28 BOLT HEX HEAD 6
35 ZK-7021-B-9 BOLT HEX HEAD 8
36 ZBM-11900-1409-18 BOLT HEX HEAD 12
37 ZK-8095-0813-16 STUD 16
38 ZBM-11904-0813 NUT PLAIN HEX 18
39 ZA-3310-A BEARING JOURNAL 1
40 ZA-3326-D SHIM LAMINATED 2
41 ZA-3326-D-1 SHIM SOLID 2
42 ZBM-11925-05-07 PIN COTTER 4
43 ZA-1220-K CROSSHEAD POWER ROD 2
44 ZA-1222-C-4 PIN CROSSHEAD 2
45 ZA-4629 Lock, Piston Rod Nut 2
46 ZBM11921121032CP SCREW SET 2
47 ZBM11921121020DP SCREW SET 2
48 ZBM11921121020CP SCREW SET 2
49 ZBM-11910-A-1210 NUT JAM 6
50 ZK-8010-B FLANGE ORIFICE 2
51 ZK-8011-A GASKET FLAT RD 2
53 ZBM-11900-1409-16 BOLT HEX HEAD 8
55 ZA-4697-16 1 WIRE, STAINLESS SAFETY LOCK, 16 GA. 14
56 ZK-7257-K Bracket, Starter 1
57 ZBM-11900-1409-22 BOLT HEX HEAD 4
58 ZT-278-A PIN DOWEL 2
59 Z913-942-013 STUD DOUBLE END 2
60 ZBM-21164 DECAL, HYD. SYSTEM 1
!
!
"
#
"
"
A-2894-E-2 Bearing 1 B
BM-16475-6-8 Pin 1 C
K-6650 Screw 2 D
A-2933 Dip 2 E
A-1223-3 Bushing 1 F
BM-11090 Screw 1 G
! " "
A A-3794 Gasket
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A A-2693-F Valve Plate 10
B A-4512 Stop 2
C A-4512-1 Stop 2
D M-1485 Spring 20
E BM-11900-C-0420-08 Bolt 10
F A-4527-2 Seat 1
G 01RP121600 Pin 20
# &% #
0802-002-01 Fuel System
1 ZK-8188-A HEADER GAS 1
2 ZK-7985 BRACKET SUPPORT 2
3 ZBM-11918-10-N WASHER PLAIN 8
4 ZBM-11900-0813-18 BOLT HEX HEAD 4
5 ZK-7986 SPACER SUPPORT 2
6 ZBM-16537-34 BOLT U 2
7 ZBM-11782-A-08 LOCKWASHER SPLIT 4
8 ZK-8261-A-18 HOSE, FLEXIBLE METAL 1-1/2" X 18" 2
9 ZBM-11968-12 ELBOW PIPE THDED 1
10 ZBM-11934-12-01 NIPPLE, 1-1/2" X CLOSE, SCH 80 5
11 ZBM-11963-12 ELBOW PIPE THDED 2
12 ZYAE-5100 VALVE 2
13 ZBM-11573-S-6-4 ELBOW TUBE COMPN 3
14 ZBM-21147-S-4-2 ADAPTER REDUCING 2
15 ZBM-10936 VALVE COCK 3
17 ZBM-21071-2-035 1 TUBING WELDED 15
19 ZA-2570-S-1 TANK 1
20 ZYAE-2150-2 FLUID 1
21 ZBM-21009 GLASS SIGHT 1
22 ZBM-10022-2 GASKET, RING 2
23 ZBM-21174-16 PLUG, HH, SAE-16 1
26 ZK-8012-B BRACKET BULKHEAD 1
27 ZBM-11715-S-6 UNION BKHD COMPN 2
28 ZBM-11715-S-4 UNION BKHD COMPN 2
30 ZBM-11942-03-02-S BUSHING PIPE REDN 1
31 ZYK-8209-C-2 IGNITOR 2
33 ZYAE-5097-K-2 PLUNGER VALVE 2
* BM-11736-A Seal
34 ZA-3663 PLATE MOUNTING 1
36 ZBM-10869-A SPRING COMPN 2
37 ZK-6216 GASKET FLAT SQ 1
38 ZBM-11900-1011-10 BOLT HEX HEAD 4
39 ZBM-11900-0616-18 BOLT HEX HEAD 6
40 ZA-2565-D-2 CAP 2
41 ZBM-16348-F-212 SEAL O RING 2
42 ZBM-21044 CLAMP TUBING 3
43 ZBM-21045-1 BUSHING SPLIT 6
44 ZBM-21045-2 BUSHING SPLIT 6
45 ZBM-11900-0518-16 BOLT HEX HEAD 9
48 ZBM-11733 ELBOW PIPE THDED 2
49 ZBM-11735-C VALVE CONTROL 2
50 ZBM-11610-S-6-4 CONNECTOR TUBE COMPN 4
51 ZBM-11716-S-6 TEE TUBE COMPN 1
52 Z2516 0303 CLAMP TUBING 2
55 ZBM-11468-0420 NUT, HEX, 1/4 - 20 UNC 8
56 ZBM-11929-2520-04 SCREW MACHINE 10
57 ZBM-21168 FILTER ASSEMBLY , LE FUEL 1
59 ZBM-11900-0420-06 BOLT HEX HEAD 2
60 ZSF-299#4 CLAMP TUBING 2
61 ZBM-11900-0420-04 BOLT HEX HEAD 2
62 ZBM-11716-S-8 TEE TUBE COMPN 1
63 ZBM-11870-S-8-4 REDUCER 2
65 ZBM-16089-K VALVE CONTROL 1
66 Z2-04V-034-003 VALVE REGULATING 1
67 ZBM-11610-S-8-8 CONNECTOR TUBE COMPN 1
80 ZBM-11716-A-S-4 TEE, 1/4" STREET - STEEL 1
81 Z2507 1325 FITTING TUBING 1
82 ZBM-17025 VALVE NEEDLE 1
83 ZK-8050 ORIFICE THREADED 2
84 ZR113-080107 POLYESTER CAMERON STICKER 4" x 12" 1
F ZBM-11736-A SEAL 1
K-6017-B
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(' . "-(/ 0 +1'
A-4667 Shaft 1
BM-11903-06 Key 1
BM-1406 Seal 1
YAE-1228-A Bracket 1
A-3128-1 Gear 1
BM-11466-0820 Nut 1
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D44-2065-0105-003 Cup
D44-3065-0006-001 Gasket
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D44-2065-0106-003 Cup
D44-3065-0007-001 Gaslet
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F BM-21135-A Filter Element 1
G BM-21133 Switch 1
H BM-21171-1 Valve 6
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1302-000-08 - Integrated Governor Throttle Body
1 ZBM-21152-30 GOVERNOR 24 vdc 30MM 1
2 ZYAE-5583-A CONTROL, ELECTRICAL ASSY., V1-A IGTB 1
3 ZBM-21146 O'RING 2
4 ZK-8256-A FLANGE, GOVERNOR OUTLET 1
5 ZK-8256-C FLANGE, GOVERNOR INLET 1
6 ZBM-11473-0324-40 SCREW SOCKET HD 4
8 ZK-8256-B BRACKET, SUPPORT 1
11 ZK-7889-1 BRACKET, FUEL FILTER (LE) 1
13 ZBM-11900-0616-08 BOLT HEX HEAD 2
14 Z2549 0057 VALVE NEEDLE 2
15 Z2015 3312 GAUGE PRESSURE 2
18 ZK-8263-A-24 HOSE, FLEXIBLE METAL 1" X 24" MALE/MALE 1
19 ZK-8262-A-30 HOSE, FLEXIBLE METAL, 1/1-2" X 30" 1
20 ZBM-11932-12-08 NIPPLE PIPE 1
21 ZBM-11969-08 1" 45 DEG. THREADED STREET ELL 1
22 ZBM-21152-C-48 CABLE ASSY, IGTB V1-A GOVERNOR 1
24 ZYAE-1561-E-1 ALTERNATOR DRIVE ASSY - INTEGRATED GEAR 1
25 ZK-6258-C GASKET 1
26 ZA-4658 GEAR, DRIVE 1
27 ZBM-11095-A SCREW SET 2
28 ZK-8095-0616-18 STUD, 3/8-16UNC X 2-1/4" 4
29 ZBM-11918-08-W WASHER PLAIN 6
32 ZBM-21156 ALTERNATOR 24 vdc 1
34 ZBM-11900-0616-10 BOLT HEX HEAD 2
38 ZYAE-5581 LUBRICATOR DRIVE ASSY 1
40 Z2049 1292 PICKUP MAGNETIC 1
44 ZA-1944-A-2 PLATE 1
46 ZA-2115 TROUGH 1
47 ZA-2117 GASKET FLAT OVAL 1
48 ZK-8095-0813-16 STUD 5
50 ZBM-11900-0616-10 BOLT HEX HEAD 2
52 ZBM-11900-0813-10 BOLT HEX HEAD 2
54 ZBM-11623-S-6-6 UNION TUBE COMPN 1
A A-3668 Cup 1
B BM-15009-C-1 Ring Set 1
C K-6558 Adapter 1
D K-6559 Plate 1
E BM-11473-B-0616-14 Screw 3
F K-8095-0813-17 Stud 8
G BM-11904-0813 Nut 8
!
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A-2894-E-2 Bearing 1
A-4697-16 Wire 3
A-1657 Dip 2
BM-16475-6-8 Pin 1
BM-11090 Screw 1
K-7209 Bushing 1
K-6650 Screw 2
BM-11548-24-64 Pin 2
1802-000-03 Ignition System
2 Z706-799-001 CLIP 3
3 ZYAE-6052-H-1 ALTERNATOR, ALTRONIC I 1
4 ZBM-11298-AA CABLE ELECTRICAL 1
5 ZBM-1022-M-2 KIT 2
* BM-1022-P Sparkplug 1
* BM-11422-E Secondary 1
6 ZBM-1022-M-3 KIT 2
* BM-1022-P Sparkplug 1
* BM-11422-F Secondary 1
8 ZBM-11780-2 TERMINAL WIRE 12
8 ZBM-11931-3716-07 SCREW MACHINE 1
9 ZA-4530-1 BRACKET, DUAL MAG PICKUP 1
10 Z706-737-002 1 CONDUIT FLEXIBLE 6
11 ZBM-11900-0616-12 BOLT HEX HEAD 3
15 ZBM-11900-0420-12 BOLT HEX HEAD 2
18 Z706-788-000 COIL IGNITION 4
19 ZA-3341-C BRACKET ANGLE 1
20 ZA-3740-A BRACKET ANGLE 1
23 ZK-4741-C-3 BRACKET IGNTN COIL 2
24 ZBM-11900-0518-06 BOLT HEX HEAD 8
25 ZBM-11920-06 LOCKWASHER 8
28 Z706-719-001 TEE CONDUIT 1
29 ZBM-11900-1409-18 BOLT HEX HEAD 2
30 ZBM-11910-0616 NUT JAM 1
31 ZBM-11298-G CABLE ELECTRICAL 1
32 ZBM-11810-B-19 1 WIRE ELECTRICAL, 9
33 ZBM-11780-6 SOLDERLESS TERMINAL 2
35 ZSF-299#4 CLAMP TUBING 1
Section 4 – Fuel / Start System
Vendor Bulletin No.
Fuel Filter Drawing .............................................. Ajax TP 00-22-T05A-323
Instrument Gas Pressure Regulator, 67CFR-225........... Fisher Form 5469
Differential Pressure Gauge, 120-AA-00-00-30 .............. Mid-West IM 120/05
Drain Trap, 22-LD ........................................................... Armstrong LD-39
Level Controller, L1200NDVO, O & M ............................ Murphy 00-02-0175
Dump Valve, DVU-150, O & M........................................ Murphy 00-02-0483
Hot Gas Supply to Fuel Filter............................... Ajax TP 02-50-T020-335
Valve IOM Manual, W-K-M 210A .................................... WKM TC 1414
Fuel / Start Gas Piping Drawing........................... Ajax TP 02-22-T010-322
Fuel Gas Vent Piping........................................... Ajax TP 02-22-T07A-001
Regulator, Main Fuel, Type 627, O&M ........................... Fisher 5252
Fuel Shutdown Valve, M2582-CD................................... Murphy M-7980
Ball Valve, 2”, O & M Instructions ................................... WKM TC-1414
Regulator, PCC Fuel Pressure, Type 64
Operation and Maintenance........................................ Fisher 1245
Shutoff Valve, PCC Fuel, Type 119
Operation and Maintenance........................................ Fisher 5204
Starter Motor, BM-11679-R-1, 150 PSIG, IOM ............... TDI T1-702
Starter Motor Service Manual ......................................... TDI T1-701
Performance Curve, T112-B, Natural Gas...................... TDI AN00-642 8/00

Warning
Set the instrument gas
pressure regulator at All repair and resetting of
30-50 psig. safety relief valves should be
performed by a National Board
certified valve repair shop
holding a “VR”stamp.
Fuel Outlet
Fuel Inlet
Front View Rear View
Manual Drain Valve Fuel Filter Piping

TP 00-22-T05A-323
Fuel Filter Piping
TP 00-22-T05A-323

1 Ball Valve, ½" NPT 2549 2094 1 36 Tubing, , ½" x 0.049 Wall 5551 4908 26"
2 Bushing, ½" x ¼" NPT 2527 0402 2 37 Tubing, 316SS, ¼" x 0.035 Wall 5551 3504 32"
3 Bushing, ¾" x ½" NPT 2527 0604 1 38 Tubing, 316SS, ¼" x 0.035 Wall 5551 3504 46"
4 Bushing, ¾" x ¼" NPT 2527 0602 1 39 Tubing, 316SS, ¼" x 0.035 Wall 5551 3504 20"
5 Differential Pressure Gauge, 0-30 psid 2015 0116 1 40 Tubing, 316SS, ¼" x 0.035 Wall 5551 3504 18"
6 Drain Trap, 22-LD 2051 0102 1 41 Tubing, 316SS, ¼" x 0.035 Wall 5551 3504 16"
7 Elbow, 2" NPT 2535 3020 4 42 Tubing, 316SS, ¾" x 0.049 Wall 5551 4912 7"
8 Male Tubing Elbow, ½" Tube x ½" NPT 2507 4204 2 43 Pipe Union, 2" NPT 2547 5020 2
9 Male Tubing Elbow, ¼"Tube x ¼" NPT 2507 4202 6
10 Male Tubing Elbow, ¼"Tube x " NPT 2507 4201 2
11 Male Tubing Elbow, ¾"Tube x ¾" NPT 2507 4606 1
12 Pressure Regulator, Fisher 67CFR-225 2040 0063 1
13 Gauge Glass Valve Set 2015 3169 1
14 Level Controller, L1200NDVO 2005 9124 1
15 Male Connector, ½" Tube x ½" NPT 2507 1404 2
16 Male Connector, ¼" Tube x ¼" NPT 2507 1202 2
17 Male Connector, ¾" Tube x ¾" NPT 2507 1606 1
18 Dump Valve, DVU 150 2003 6222 1
19 Needle Valve, ¼" 2549 0028 1
20 Pipe Nipple, Close, Sch 80, ½" NPT 2539 4404 1
21 Pipe Nipple, Close, Sch 80, ¼" NPT 2539 4200 1
22 Pipe Nipple, Close, ½" NPT x 3 LG 2539 4414 1
23 Pipe Nipple, Sch 80, 2" NPT x 4" 2539 4917 3
25 Pipe, Sch 80, 2" 4053 0205 12”
26 Pipe, Sch 80, 2" 4053 0205 10”
27 Pipe, Sch 80, 2" 4053 0205 37”
28 Pipe Plug, Hex Head, 2" NPT 2541 6020 1
29 Pressure Gauge, 0-60 psig 2015 0220 1
30 Red Line Gauge Glass 2015 0158 1
31 Relief Valve, 1" x 1" 155 psig 63ME2M2FVAC0155
32 Tee Tube, ½" 2545 4004 1
33 Tee Tube, ½" 2507 6504 1
34 Tubing, 316SS, ½" x 0.035 Wall 5551 3508 11"
35 Tubing, 316SS, ½" x 0.035 Wall 5551 3508 5"
Fuel Filter Piping

TP 00-22-T05A-323 022206
Instruction Manual
Form 5469 67C Series
May 2006
67C Series Instrument Supply Regulators
TYPE 67CF FILTER REGULATOR TYPE 67C OR67CR REGULATOR

WITH OPTIONAL GAUGE
Figure t Typical 6 7C Series Regulators
Introduction The Types 67C and 67CS are the standard instrument
supply regulatorswithout a filter or internal relief.
Scope of Manual The Types 67CF and 67CFS are equipped with a
filter for removing particles from the supply gas.
This manual provides instructions and parts lists for
67C Series instrument supply regulators. Instructions The Types 67CR and 67CSR have an internal
and parts lists for other equipment mentioned in this relief valve with a soft seat for reliable shutoff with no
instruction manual, as well as for other 67 Series discernible leakage.
regulators, are found in separate manuals. The Types 67CFR and 67CFSR have a filter and
internal relief valve with a soft seat for reliable shutoff
with no discernible leakage.
Product Descriptions
The 67C Series direct-operated regulators are Specifications
typically used to provide constantly controlled,
reduced pressures to pneumatic and electropneumatic Some general 67C Series ratings and other
controllers and other instruments. They are suitable specifications are given on page 2. A label on the
for most air or gas applications. Other applications spring case gives the control spring range for a given
include providing reduced pressures to air chucks, air regulator as it comes from the factory.
jets, and spray guns.
EMERSONL
Process Management
BULLETIN NO. IM120/05
Mid-West
(Supersedes IM120/03)
®
Instrument
®
Model 120 Series “Filter Minder”
Installation and Operating Instructions
INSPECTION The precise piston/bore fit allows minimal leakage

from high to low sides. This leakage is only 5 to 15
Before installation check the nameplate on each SCFH air at ambient conditions and a pressure
instrument against the receiving paperwork and the differential of 100 PSID.
intended application for correct part number,
materials of construction, working pressure, dial INSTALLATION
range, etc. If equipped with switches, check electrical ®
Model 120 Series "Filter Minder" is calibrated and
rating, type of enclosure, etc. Inspect for shipping tested prior to shipment and is ready for immediate
damage and, if damaged, report it immediately. installation. Use of the following installation
NOTE - Before attempting repairs contact your procedures should eliminate potential damage and
local Mid-West Representative or our factor y. provide optimum trouble-free operation.
Failure to do so will void any warranty.
1. CONNECTIONS
PR ODUCT DESCRIPTION 1/4” FNPT are provided as standard but check
®
paperwork for connections ordered. There are two
The Model 120 Series "Filter Minder" is a rugged, connections on the housing identified as “hi” and “lo”
medium-range differential pressure instrument for high pressure and low pressure (Fig. 2). Be sure
available as a switch, a gauge, or both. See "Part these get plumbed to the proper connections on your
Numbering System". (Fig. 4) for available options. system. Improper connection will not damage the
Differential pressure is sensed by the movement of a instrument, but it will not function properly. Flexible
floating piston magnet against a calibrated spring. The tubing is recommended to minimize the effect of any
magnetically coupled gauge pointer outside the vibration that may exist.
pressure housing follows the movement of the piston 2. INSTRUMENT LOCATION
magnet and indicates differential pressure on the dial On liquid service the instrument should be mounted
scale. below the process connections to facilitate self-
When equipped with switches, a contact is made or bleeding. On gas service it should be located above
broken by the magnetic field of the piston magnet. the process connections to promote self-draining. If
See Bulletin ELECIM120/latest for gauges with the process contains particulates, a “pigtail” loop or
switches. drop leg (manometer “U-tube” configuration) in the
tubing will minimize the possibility of it migrating into
The unit provides full over-range protection to the the instrument.
rated working pressure of the housing in either
direction.
3. PANEL MOUNTING TROUBLE SHOOTING
Gauges with 2-1/2” dials can only be mounted 1. Gaug e does not indicate differential.
through the rear of the panel. Make the proper panel A. Check for proper hook up, high to “hi” and low
cutout as indicated in (Fig.1). Remove the (4) bezel to “lo”.
screws. Insert the gauge front through the rear of the
B. Make certain block valves are open and, if using
panel and reinstall the bezel screws through the front
a 3-valve manifold, that the equalizer (balance)
of the panel and into the gauge bezel. Tighten the
valve is closed.
screws securely, alternating in a diagonal pattern.
C. If A & B check out correctly, loosen or
Gauges with 3-1/2" dial should be mounted from the disconnect the high pressure line to determine
front of the panel. Contact factory for mounting if there is pressure to the instrument.
information and dimensional data. D. If there is pressure to the instrument, check to
determine that there is differential across the
Gauges with 4-1/2" dial should be mounted from the unit being monitored. If so, contact the factory
front of the panel. Make the cutout as indicated in (Fig. for assistance and/or an “RGA” (return goods
1). Insert the (4) panel mounting studs, finger tight, into authorization) number to return the instrument
the metal inserts located in the rear of the bezel. Insert for repair or replacement.
the gauge through the panel, aligning the panel
mounting studs with the holes in the panel. Install the (4)
#8-32 nuts onto the studs and tighten securely.
4. PIPE MOUNTING
An optional pipe mounting kit is available for mounting
the gauge to a 2” vertical or horizontal pipe (Fig. 3).
Model 120 2-1/2 Inch Dial (Std.)
Model 120 4-1/2 Inch Dial (Opt'l)
(Fig. 1)
Supplementar y 120 Dimensional/Mounting Data
(Fig. 2)
(Fig. 3)
NOTES: 1. Drawings show standard gaug e nominal dimensions. (not to scale)

2. Dimensions shown in parentheses are in millimeters.
3. Manufacturer reserves the right to chang e specifications without prior notice .
STANDARD MODEL SPECIFICATIONS
120-AA-00-OO
6000 P.S.I.G. Working Pressure Aluminum Body, Stainless Steel Piston, Ceramic Magnets, Buna N Seals,
2-1/2" Engineering Plastic Case with Shatter-Resistant Lens. 1/4" FNPT Back Connections.
Accuracy +3-2-3% Full Scale (Ascending).
PART NUMBERING SYSTEM 1 2 0 – – – –
➅ OPTIONS (Up to four options)

O. None (Standard)
➀ BASIC MODEL NUMBER A.
B.
Reversed High/Low Process Connections
DIN2353 12-S (12mm) Steel Tube Fittings (2)
C. Mounting Holes in Gauge Body for Field Mounting of Electrical Configurations Options A & B
➁ MATERIAL
A. Aluminum Body, S.S. Piston (Standard)
D.
F.
Mounting Holes in Gauge Body for Field Mounting of Electrical Configurations Options L & M
Pipe Mounting Kit (Carbon Steel) (Not available w/C, D, E or F Electrical Switch Options)
L. Liquid Fill (Not available w/follower pointer) (Not available with 3-1/2" dial)
M. Monel Body (See 120 ABM) (5000 P.S.I.G. working pressure)
M. Maximum Indicator Follower Pointer
N. Aluminum Bronze Body (See 120 ABM) (5000 P.S.I.G. working pressure)
T. Oxygen Cleaning
S. 316 S.S. Body & S.S. Piston (Standard)
U. S.S. Tag Mounted w/S.S. Wire
Z. SPECIAL (Uncoded Options)
V. S.S. Tag Mounted w/S.S. Screws
W. Wall Mounting Kit
➂ DIAL TYPE
A. 2-1/2” Round Uni-Directional Engrd. Plastic Housing Assy. (Standard)
X. Individual Gauge Packaging
Z. Special (Uncoded Options)
B. 2-1/2” Round Bi-Directional Engrd. Plastic Housing Assy.
C. 4-1/2” Round Uni-Directional Engrd. Plastic Housing Assy.
D. 4-1/2” Round Bi-Directional Engrd. Plastic Housing Assy.
E. 3-1/2” Round Uni-Directional Anod. Aluminum Housing Assy.
F. 3-1/2” Round Bi-Directional Anod. Aluminum Housing Assy.
G. 4-1/2” Round Uni-Directional Anod. Aluminum Housing Assy.
– (Up to three options)

H. 4-1/2” Round Bi-Directional Anod. Aluminum Housing Assy.
T. Non-Indicating Differential Pressure Switch Only (Select Appropriate Electrical Option) ➆ ELECTRICAL CONFIGURATIONS
(NOTE: All options marked, except E, F, J & K)
O. None
A. One (1) Switch in STD. Enclosure with Grommet Wire Seal
B. Two (2) Switches in STD. Enclosures with Grommet Wire Seal
C. One (1) Switch in STD. Enclosure with 1/4” FNPT Electrical Connection NEMA 4X
➃ SEALS
0. Buna N (Standard)
D.
E.
Two (2) Switches in STD. Enclosures with 1/4” FNPT Electrical Connection NEMA 4X
One (1) Switch in General Purpose Enclosure, C.S.A. & U.L. Listed, Division II Locations (1) (3)
1. Viton® F. Two (2) Switches in General Purpose Enclosure, C.S.A. & U.L. Listed, Division II Locations (1) (3)
2. Neoprene G. One (1) Switch & Gauge in NEMA 4X Plastic Enclosure (Not Available With End Connections)
4. Teflon® H. Two (2) Switches & Gauge in NEMA 4X Plastic Enclosure (Not Available With End Connections)
J. One (1) Switch in Explosion Proof Enclosure with Glass Window Cover and C.S.A. & U.L. Listing (2)
➆➇
5. Ethylene Propylene
6. Perfluoroelastomer K. Two (2) Switches in Explosion Proof Enclosure with Glass Window Cover and C.S.A. & U.L. Listing (2)
9. Special (Uncoded Options) L. One (1) Switch in STD. Enclosure with Plug-In Connector (DIN 43650/IP65-PG11)
*Viton® is a Registered Trademark of DuPont Dow Elastomers. M. Two (2) Switches in STD. Enclosure with Plug-In Connector (DIN 43650/IP65-PG11)
**Teflon® is a Registered Trademark of DuPont. Z. Special (Uncoded Options)
(1)
Complete Assembly Rated Class I, Div. II, Groups A, B, C, & D; Class II, Div. II, Groups F and G.
(2)
Complete Assembly Rated Class I, Div. I, Groups C & D; Class II, Div. I, Groups E, F, & G.
(3)
5000 PSIG Working Pressure.
➄ CONNECTIONS
(NOTE: Models 120M and 120N available only with end connections)
0.
2.
1/4" FNPT Back Connections (Standard)
1/4" FNPT End Connections
➇ ELECTRICAL SPECIFICATIONS (For Resistive Loads)
A. S.P.D.T., 3W, 0.25 Amp., 125 VAC/VDC (Standard) (Switch adjustable range of 10-90%)
6. 7/16" - 20 Str. Thd. O-Ring Port (Back Connections) E. S.P.S.T., 60W, 3.0 Amp., 240 VAC/VDC (Normally Open) (Switch adjustable range of 25-95%)
7. 1/2" FNPT Stainless Steel Adaptors F. S.P.S.T., 60W, 3.0 Amp., 240 VAC/VDC (Normally Closed)
8. 1/2" FNPT Monel Adaptors (Switch adjustable range of 25-95%)
9. Special (Uncoded Options) G. S.P.S.T., 60W, 3.0 Amp., 240 VAC/VDC One (1) Normally Open, One (1) Normally Closed (4)
H. S.P.D.T., 60W, 1.0 Amp., 240 VAC/VDC (Switch adjustable range of 25-100%)
(4)
Available with Electrical Configurations B, D, F, H, K and M only.
NOTE: NOT ALL OPTIONS AVAILABLE IN COMBINATION WITH OTHER OPTIONS.
NOTE: FACTORY PRESET SWITCHES AT NO CHARGE (SPECIFY SETTING)
NOTE: THE USE OF DIAPHRAGM SEALS IS NOT RECOMMENDED FOR MODEL 120 SERIES GAUGE.
ATTEMPTS TO INSTALL SUCH SEALS ON THIS GAUGE WILL VOID THE WARRANTY. (Fig. 4)
Manufacturer reserves the right to change specifications without prior notice.

PROOF PRESSURE: 12,000 PSI for models 120-A and 120-S.
10,000 PSI for models 120-M and 120-N.
TEMPERATURE LIMITS: -40°F(-40°C) to +200°F (+93°C) - These limits are based on the entire instrument being saturated to
these temperatures. System (process) temperatures may exceed these limitations with proper installation. Contact our customer
service representative for details.
STANDARDS: All Model 120 Series differential pressure gauges either conform to and/or are designed to the requirements of the
following standards:
ASME B1.20.1 NACE MR0175
ASME B40.100 NEMA Std. No. 250
CSA-C22.2 No. 14.25 and 30 SAE J514
EN-61010-1 UL Std. No. 50,508 and 1203
R E P R E S E N T E D B Y:
Mid-West
Instrument
®
6500 Dobry Dr. ■ Sterling Heights, MI 48314 U.S.A.

(586) 254-6500 ■ FAX (586) 254-6509
E-mail: sales@midwestinstrument.com
Website: www.midwestinstrument.com
Printed in U.S.A.
hms-
A Free Floating Guided Lever Drain Traps
For Loads to 9,500 lblhr(4.309 kglhr) ...Pressures to 570 psig (39 bar)
Armstrong's stainless steel, free-floating guided lever drain The hemispherical valve, seat and leverage of the 11-LD,
traps use the same bodies, caps, lever mechanisms, valves 22-LD and 13-LD stainless steel traps are identical in design,
and seats of Armstrong inverted bucket steam taps that materials and workmanship to those for saturated steam
have been proven in years of service. Elliptical floats and service up to 570 psig (39 bar) with the exception of the
high leverage make it possible to open large orifices to addition of a guidepost to assure a positive, leaktight valve
provide adequate capacity for drain tap size and weight. closing under all conditions.
List of Materials For a fully detailed certified drawing, refel to list below:
11-LD CD #I066
I I I
I b L D and 22-LD CD #I086
I NO. I
Model Valve&
Seat I Leverage
Svstern
loa at Body & Cap Gasket I
11~LD Sealed
22.~0 Stainless Steel Stainless Steel. -
13-LD 304L
For intomatianon special materials, consull the Armstrang Application
Figure LO-34.
No. 11-LD. 22-LD and 13-LD stainless steel guided lever
liquid drain trap with sealed, tamperproof construction.
Physical Data
NOD: Vessel aes pn press~remay exceeo lloatcollapre pressure n some carer

Pce rile 01 vent conne?on s sme as mar 01 P ?I anc a l e : c0nPe:I 01s
",T115mm1o.net "ha sde caqnecnoi
All dimensions and weights are appmximafe. Use ceriffledprlnf lor exact dlmenrlons. Deslgn and malerlals are SubIect to change without notice.
Armstrong Steam and Condensate Group. 816 Maple St.. P.O.Box 408. Three Rivers. MI 49093 -USA Phone: (269) 273-1415 Fax: (269)278-6555
LO-39 w.armrtrong-intl.com
00-02-0175
Installation for L1100, L1200, L1200N Series Revised 03-06
Section 15
Liquid Level Switches and DVU150, DVU175,

and DVU2105/2115/2120 Series Dump Valves.
Please read the following instructions before installing. A visual inspection for damage during shipping is recommended before mounting.
GENERAL INFORMATION
Description **
Series L1100 and L1200 Liquid Level Switches are float activated to
WARNING operate an electrical SPDT snap switch (optional DPDT on some models) for alarm
or shutdown of an engine or electric motor. They screw directly into the wall of the
vessel. Series L1200 can also be used with a weld collar or external float chamber.
Series L1200N is a float-activated, pneumatic-vent level device used to operate dump
BEFORE BEGINNING INSTALLATION OF THIS MURPHY PRODUCT valves or similar devices. This model screws directly into the vessel or can be
✔ Disconnect all electrical power to the machine. mounted via an external float chamber. It cannot be used with weld collar 15050375.
✔ Make sure the machine cannot operate during installation. Model variations include a dump valve operator with or without a filter/pressure
regulator and indicating pressure gauge.
✔ Follow all safety warnings of the machine manufacturer.
NOTE: All stainless steel versions of L1100, L1200, L1200N, L1200NDVO, and
✔ Read and follow all installation instructions. L1200NDVOR series carry Canadian Registration Number OF1476.2.
✔ OBSERVE all pressure and electrical ratings and require- Series DVU150, DVU175, DVU2105/2115/2120 Dump Valves receive a
ments for the devices and the operating environment. pneumatic input signal to cause an orifice to open or close allowing liquid
✔ BE SURE all pressure HAS BEEN REMOVED from the condensate to be drained from a pressure vessel. A pop up button indicates valve
vessel before opening any pressure connections. open/closed. Stainless steel versions available.
Specifications L1100 L1111 L1200 L1200N L1200NDVO L1200NDVOR

Body
• Standard: Electroless Nickel plated steel ✗A ✗A ✗B ✗B ✗B ✗B
• Optional: 316 Stainless Steel† ✗A ✗A ✗B ✗B ✗B ✗B
Pressure Rating
• 15 psi (103 kPa) [1.03 bar] Polyethylene Float
• 1500 psi (10.3 MPa) [103.42 bar] Stainless Float ✗ ✗ ✗ ✗ ✗ ✗
• 2000 psi (13.8 MPa) [138 bar] BUOYGLAS™ Float ✗ ✗ ✗ ✗ ✗ ✗
Temperature Rating
• Standard: -20/175°F (-29/79°C)
• Standard: -20/300°F (-29/149°C) ✗ ✗ ✗ ✗ ✗ ✗
• Optional: -20/400°F (-29/204°C)* ✗ ✗ ✗ ✗ ✗
Specific Gravity
• Standard: 0.5 with BUOYGLAS™ float ✗ ✗ ✗ ✗ ✗ ✗
• Optional: 0.65 with 304 Stainless Steel† ✗ ✗ ✗ ✗ ✗
• Standard 0.73 Polyethylene Float
Electrical
• Standard SPDT: 5 A @ 125/480 VAC (see p. 3 for full ratings) ✗ ✗ ✗
• Optional DPDT: 10 A @ 250 VAC (see p. 3 for full ratings) ✗ ✗ ✗
Wire: 18 AWG x 36 in. (1.0 mm2 x 914 mm) ✗ ✗ ✗
O-Rings: Viton ✗ ✗ ✗ ✗ ✗ ✗
Valve: Two-way snap-action vent type
• 1/8 in. (3 mm) orifice w/Viton “A” seat
• 1/8 NPT inlet; 1/4 NPT vent ✗ ✗ ✗
• 30-70 psi (207-483 kPa) [2.07-4.83 bar] operating pressure
Dump Valve Operator: Operates Murphy DV Series
dump valves or similar. 1/8 NPT inlet, outlet & vent. ✗ ✗
Pressure Regulator/Filter and Murphy 20BPG:
0-75 psi (0-517 kPa) [0-5.17 bar] pressure gauge. ✗
Maximum input 300 psi (2.07 MPa) [20.68 bar].
1/8 NPT in/out.
Operation:
H=For high level, L=For low level H L H H H H
A =1-1/2 NPT B =2 NPT †Meets NACE standard MR-01-75 for direct exposure to H S service. *Not available with DPDT snap-switch.
2
**Products covered by this literature comply with EMC Council directive 89/336/EEC regarding electromagnetic compatibility.
Installation 00-02-0175 page 1 of 6
DIMENSIONS
L1200N, L1200NDVO and L1200NDVOR with

L1100 and L1200 Dump Valve Operator, Pressure
Regulator and Gage
11 in. Pressure
(279 mm) Regulator
3-1/2 in. with 20BPG
(89 mm) Pressure Gage New Dump Valve
Operator Assembly
p/n 15010216
2-3/16 in. See 1/8 NPT

(56 mm) Note 2
Old Round Dump Valve
Operator Assembly
p/n 15000940
1/2 NPT See Float travel between Operate
1/8 NPT
Note 1 and Reset= 0.25 in. (6 mm).
INLET
Switch operates on Rising Level 3-5/8 in. (92 mm) 5 in. (127 mm.) minimum
3-5/8 in. w/ float at horizontal centerline clearance is required for
Note 1: (92 mm) 3/4 Hex float movement.
±0.25 in. (6 mm). (See Note)
L1100: 1-1/2 NPT
L1200: 2 NPT
Note 2: 1-9/16 (40 mm) 2-3/16 in.
SF option: (56 mm) 1-9/16 in.
L1100: 1-1/2 (38 mm) (40 mm)
L1200: 1-3/4 (44 mm) SF option=
1-3/4 in.
1/4 NPT 2" 11-1/2 NPT (44 mm)
3-1/2 in. (89 mm)
VENT SF= 3-3/4 in. (95 mm)
11 in. (279 mm) SF option= 11-1/4 in. (286 mm)
Note: For use only with Old Round Dump Valve Operator Assembly (15000940).
L1111
11-5/16 in.
(287 mm)
3-53/64 in.
(97 mm)
DVU150, DVU175, DVU2105/2115/2120
Series Dump Valves
2-3/16 in.
(56 mm)
See
Note A
Pressure Manual Valve
Inlet Port Operator
1/2 NPT 1-1/2 NPT Float travel between Operate 1/8 in.-27 NPT
and Reset= 0.25 in. (6 mm).
Switch operates on Rising Level
3-5/8 in. w/ float at horizontal centerline
(92 mm) ±0.25 in. (6 mm).
Note: 1-9/16 (40 mm)
Vent
B
Weep Hole Valve Open/Closed
Union Indicator Button
Electrical installation to be done by
qualified person according to the NEC.
F Drain
Connection C
E D
Plug Seal G (dimension shown
for reference only)
Model A B C D E F G
DVU2120 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2115 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2105 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU175 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 3/4”-14 NPT 1.03
DVU150 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 1/2”-14 NPT 1.03
NOTE: Dimensions are in inches and (millimeters)

REPLACING AND INSTALLING THE DVOA ASSEMBLY
When replacing/installing the old style DVO assembly with the new style (DVOA), tubing and fitting modifications are required. We suggest
removing the L1200NDVO/DVOR from the vessel. Relieve pressure from the vessel or use block valves before removing the L1200NDVO/DVOR.
Replacing and Installing the DVOA

Assembly For Models L1200NDVO &
NOTE: Clean, dry instrument quality gas should be used.
L1200NDVOR Use of filters will improve service life and reliability.
Tools Needed: Strap or pipe wrench; 3/4” Hex wrench; 9/16” hex
wrench; needle nose pliers; tubing cutters and benders and the
appropriate tools for the fittings.
1. Block off and bleed the instrument gas pressure supply to the Outlet
Old DVO
L1200NDVO. (opposite side)
2. Remove the tubing between the L1200NDVO and the
separator dump valve, and remove the supply gas tubing Inlet
(regulator [-R] if used).
3. Remove the L1200NDVO from the vessel (optional).
4. If the L1200N was removed from the vessel, mount it in a
suitable vise on a work bench (if possible).
5. Using the proper tools, disconnect the Inlet, Outlet and Exhaust
Valve
Exhaust fittings from the existing DVO (see fig. 1). You will Figure 1
re-connect these to the new DVOA in a later step. Bushing
NOTE: The following steps must be done with the DVO in the
upright position (on top of the L1200N).
6. Remove the L1200N cover (this will aid with the alignment
of the new DVOA Valve Bushing). The use of a strap
wrench or a pipe wrench may be needed.
7. Insert the new Valve Bushing through the new DVOA (see Figure 2
fig. 2). The markings on top of the DVOA must be facing New DVOA
up. This will be needed in step 9.
8. With a 3/4” hex wrench loosen the existing DVO, valve
stem, and static seal (see fig. 3). Once the assembly is
loosened, VERY CAREFULLY use needle nose pliers to
hold the Valve Seat Assembly in place. Remove the existing
DVO making sure the Valve Seat Assembly inside the
L1200NDVO is aligned and straight (see fig. 4). Figure 3
CAUTION: MAKE SURE the Valve Seat Assembly inside
the L1200N remains in place after removing the DVO. Valve Seat
Assembly
9. Holding the Seat Assembly up with the needle nose pliers
inside the L1200NDVO body, place the tip of the new Outlet
DVOA valve bushing through the spring and into the hole in
the center of the valve seat, and tighten the valve bushing.
The Valve Seat Assembly should be able to move freely up Inlet Figure 4
and down after the bushing has been tighten. The DVO red Exhaust
button must face away from the vessel.
10.With the new DVOA aligned over the hex on the L1200NDVO
body, tighten the Valve Bushing using the 9/16” hex wrench.
You may need to hold the DVOA while tightening the Valve
Bushing to keep it from rotating (see fig. 5). New DVOA
11.If the L1200N is in the vise, operate the float and inspect for Figure 5
smooth and proper operation of the Valve Seat Assembly.
12.Replace the L1200NDVO cover (see fig. 6).
13.Using the appropriate tools re-install the Inlet, the Outlet and L1200N
the Exhaust fittings to the new DVOA (see fig. 5). Cover
14 If the L1200N was removed from the vessel re-install it at this
time.
15.Modify existing or install new tubing to connect the Inlet, the
Outlet and Exhaust fittings. Figure 6
PRESSURE VESSEL INSTALLATION: L1100, L1200, and L1200N
Direct Installation into the Wall of the positioned away from the tank wall.
Pressure Vessel 2. A tee is typically installed at the bottom of the lower 1 inch
1. Determine that the float travel is not pipe riser to allow draining of the float
obstructed by the coupling in chamber for servicing or replacement.
the vessel wall, internal Tank
Wall NOTE: A typical installation Float
baffles, etc. with Blocking and Bleed valves is Chamber
Do NOT use more than shown at right. Tank
Block
one arm extension P/N Valves
3. Install the L1200 or
15050395.
L1200N
2. BE SURE that the float Explosion proof Level
Level conduit seal in the 2 NPT connection Switch
and extension are tight Switch where required. of Tee
and that the lock washer is the float chamber.
in place. Bleed
BE SURE float travel Valve
3. Before installing the level is not restricted and that the Explosion proof
switch a suitable pipe thread sealant float is tight onto conduit seal
is recommended. Screw the unit directly into the threaded where required.
the float shaft.
connection in the wall of the pressure vessel. 4. To complete installation and
4. Be sure that the electrical connection is positioned at the wiring, follow the instructions for
bottom. For L1200N the 1/8 NPT pneumatic connection mounting directly into wall of the vessel and for wiring.
should be on top (the 1/4 NPT vent connection should be on
the bottom). See “Pneumatic models” section for further Pneumatic Models
instructions for the L1200N. 1. All pneumatic models
5. Make the electrical wiring connections according to operate on the vent Filter/Regulator
appropriate wiring diagrams for the alarm or shutdown principle. The Tank
New Dump Valve
system to be used. The electrical connection is 1/2-14 NPT. pneumatic signal Pneumatic Operator Assembly
p/n 15010216
Electrical wiring and conduit should be installed by qualified source MUST BE Signal
personnel according to the NEC. CLEAN AND DRY.
6. BE SURE all electrical connections are insulated and the The input pneumatic MURPHYGAGE®
cover is fully installed before reconnecting electrical power. signal must be
7. BE SURE all pressure connections are tight before regulated between 30
pressurizing the system. and 70 psi (207-483 L1200N
kPa) [2.07-4.83 bar].
Installation with a Weld If produced gas is used as the
Collar Tank Wall
signal source, it should be taken
1. The weld collar, P/N after gas passes through the final scrubber.
15050375, must be welded Weld Collar A suitable filter must be positioned before the L1200NDVO
into the wall of the to prevent liquids and/or particulates from entering the dump
pressure vessel according valve operator.
to code standards and NOTE: Check filter periodically for wear and tear and
good welding practices. elements that hamper the flow of the pneumatic signal.
L1200 2. All pressure connections must be tight and maintained tight
2. Follow above instructions
for installation directly into so as not to leak air/gas.
the wall of the pressure Explosion proof 3. Valve seat adjustment can be made if air/gas begins to leak.
conduit seal
vessel. where required. Care should be taken when adjusting as only slight movement
3. NOTE: Weld collar 15050375 can is necessary to stop the leakage; excessive force will bind the
be used ONLY with model L1200. It cannot be used with
L1200N.
Installation Using External L1200N
Hex Socket Set Screw
Float Chamber 15051098 • loosen for adjustment
• tighten after adjustment
CAUTION: USE “NON SPARKING TOOLING”.
Hex Adjustment Nut
• turn left until air Trip Cam (float down)
1. Install the float chamber 15051098 on the outside wall of the seepage stops • should be in
pressure vessel using 1 NPT piping. Position the 2 NPT • Caution: only slight this position
adjustment is needed—too • non-adjustable
threaded connection at the height where you want the level much will lock up mechanism
switch to operate. The 2 NPT threaded connection must be
TYPICAL INSTALLATION ON GAS COMPRESSORS
Basic Operation
As condensate rises in the scrubber, the float on
Typical/Scrubber/Separators
the L1200NDVOR rises and trips its pneumatic
valve. The valve opens allowing pressure to enter VESSEL
the dump valve pilot chamber. Once the pressure Minimum control
Rising Level Shutdown
enters the pilot chamber it forces the diaphragm L1200 (with snap-switch) pressure 30 psi
(207 kPa) [2.07 bar]
and valve stem forward thus opening the valve seat Air Supply Maximum
300 psi (2.07 MPa)
(valve open/closed indicator button pops out) and [20.70 bar]
releasing condensate through the valve stem and Explosion proof
conduit seal required
out the drain. As the condensate level drops, the for Class I. Div 1, not
Filter/Regulator
required for intrinsically
L1200NDVOR pneumatic valve closes to shut off safe or non-incendive L1200NDVOR
with MURPHYGAGE®
circuits like FWM TTD.
the pressure to the dump valve causing it to close. Dump Valve
Electrical Rising Operator
If for any reason the condensate continues to rise Level Minimum control pressure
Conduit 30 psi (207 kPa) [2.07 bar]
Trips Union
beyond normal dump levels, model L1200 DVO
operates the alarm and/or shuts down
the equipment.
The L1200NDVOR Filter/Regulator and the DVU Series Dump Valve
MURPHYGAGE® help keep the control pressure Union

clean and dry. They also allow the operator to
adjust pressure to recommended levels. Condensate Line (Out)
Manual Drain Valve
ELECTRICAL INFORMATION REPLACEMENT PARTS
DPDT (Snap Switch) Order by part number designation.

SPDT (Snap Switch)
Green Grd. Connection L1100/L1200*
Black N.O.
Green Grd. Connection Red N.C.
White COM. 15000893: BUOYGLAS™ float
Black N.O.
White COM. Blue N.C. 15000894: Stainless Steel float for L1200
Red N.C. Yellow COM.
Orange N.C. 15000937: Stainless Steel float for L1100
Switch Rating: 5 A @ 125-250- 480 VAC
15000124: SPDT snap switch assembly
1/2 A @ 125 VDC Switch Rating: 10 A @ 125-250 VAC 15010213: L1100 counter balance assembly
1/4 A @ 250 VDC 1/2 A @ 125 VDC 15010214: L1200 counter balance assembly
2A @ 6-30 VDC Resistive 1/4 A @ 250 VDC
1A @ 6-30 VDC Inductive 10 A @ 6-24 VDC L1200N
Inductive/Resistive
15050420: Cam spring return
15050421: Cam
15000893: BUOYGLAS™ float
15000894: Stainless Steel float for L1200N
15050453: Valve stem
15010189: Counter balance assembly
L1200NDVO and L1200NDVOR
55050621: Regulator only
05706499: 20BPG-D-75 Pressure MURPHYGAGE®
0-75 psi (517 kPa) [5.17 bar]
15010216: DVOA assembly (New rectangular style)
15000940: DVO assembly (Old round style)
*To maintain hazardous location listings, all other repairs must be made by the factory.

ACCESSORIES
Order by part number designation.
55050617: DVU150/DVU175 Adapter Bushing 15050375: Weld Collar
Material: 2-1/2 Hex bar stock C.R.S 2 NPT
2-1/16 in
(52 mm) 2-1/2 in
(64 mm)
1-1/16 in 2-7/8 in
(27 mm) (73 mm)
3-5/8 in.
1 NPT (92 mm)
4-1/2 in
(114 mm)
Operating Pressure: 2000 psi (13.8 MPa) [138 bar].
2 NPT
Operating Temperature: 400°F (204°C).
15051098: External Float Chamber

3 in.
1-11.5 NPT (2 places) (76 mm)
2-11.5 NPT
10.5 in. 3 in.

(266 mm) (76 mm)
1/2-20 UNF-2B
(4 places)
7.55 in. 3.5 in.

(192 mm) (89 mm) 7.01 in.
(179 mm)
Material: Cast Steel, WCB
15000892: Float Shaft Extension

10-32 UNF
10-32 UNF
3/8 in
(10 mm)
1-3/8 in
(35 mm)
Warranty
A limited warranty on materials and workmanship is given with this FW Murphy product.
A copy of the warranty may be viewed or printed by going to www.fwmurphy.com/support/warranty.htm
MURPHY, the Murphy logo are registered and/or common law trademarks of Murphy Industries, Inc. This document,
including textual matter and illustrations, is copyright protected by Murphy Industries, Inc., with all rights reserved.
www.fwmurphy.com (c) 2006 Murphy Industries, Inc. Other third party product or trade names referenced herein are the property of
918.317.4100 Email: sales@fwmurphy.com their respective owners and are used for identification purposes only.

00-02-0483
Installation and Operation Manual for Revised 03-06
Section 15
DVU Series Dump Valves

Models: DVU150, DVU175, DVU2105, DVU2115 and DVU2120
Please read the following information before installing. A visual inspection of this product for damage during shipping is recommended
before mounting. It is your responsibility to have a qualified person install this unit and make sure it conforms to local codes.
GENERAL INFORMATION
Fig. 2 Dimensions (all models)
WARNING Pressure
Inlet Port
A
Manual Valve
Operator
1/8 in.-27 NPT
BEFORE BEGINNING INSTALLATION OF THIS MURPHY PRODUCT

✔ Disconnect all electrical power to the machine.
✔ Make sure the machine cannot operate during installation. Vent
B
✔ Follow all safety warnings of the machine manufacturer. Weep Hole Valve Open/Closed
✔ Read and follow all installation instructions.
Description
The DVU Series models are pneumatically controlled dump valves. F Drain
The valves open and close automatically by pneumatic control from a Connection C
Murphy L1200NDVOR or similar level controller and dump valve opera-
E D
tor. Diaphragm actuated, the DVU series dump valves operate at 30–70 psi
(207–483 kPa) [2.07–4.83 bar] and up to 2000 psi (13.8 MPa) [138 bar] Plug Seal G (dimension shown
for reference only)
vessel pressure (depending on the model).
A key benefit of this design is a hex union that provides the ability
to replace the seat without removing the valve from piping.
Model A B C D E F G
DVU2120 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2115 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2105 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
Fig. 1 Control Pressure vs. Working Pressure DVU175 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 3/4”-14 NPT 1.03
DVU150 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 1/2”-14 NPT 1.03
Minimum Actuation Pressure NOTE: Dimensions are in inches and (millimeters)

70
DVU2115 DVU2120
Control Pressure (PSIG)
60
50 Specifications
40
DVU2105 DVU150/175 Operating Temperature: -30 to 250°F (-34.4 to +121°C)
30 Valve Operating Pressure: Refer to chart, Fig 1.
20
Maximum Process Pressure:
10 DVU2120: 2000 psi (13.8 MPa) [138 bar].
0 500 1000 1500 2000 DVU2115: 1500 psi (10.3 MPa) [103 bar].
Vessel Pressure (PSIG) DVU2105: 500 psi (3.44 MPa) [34 bar].
DVU150 and DVU175: 1800 psi (12.4 MPa) [124 bar].
Flow Characteristics: See chart, page 4 (DVU150/175 models only).
Body Material: Electroless Nickel Plated 12L14 Carbon Steel
Model Inlet Outlet Trim Size
Internal Wetted Parts: Plug Seal: 90 Durometer Urethane.
DVU2120 2 NPT 1 NPT 0.436 in. (11 mm) Other: 303 stainless steel; Electroless Nickel Plated 12L14 Carbon Steel
DVU2115 2 NPT 1 NPT 0.576 in. (15 mm) Shipping Weights: DVU150 and DVU175: 9 lbs. (4 kg.).
DVU2105 2 NPT 1 NPT 0.859 in. (22 mm) Shipping Weights: DVU2105, DVU2115 and DVU2120: 14 lbs. (6.4 kg.).
DVU175 1 NPT 3/4 NPT 0.359 in. (9 mm) Shipping Dimensions: 7-1/2 x 7-1/2 x 10-3/4 in. (191 x 191 x 274 mm.).
DVU150 1 NPT 1/2 NPT 0.359 in. (9 mm)

Fig. 3 The Murphy Gas Compressor Scrubber Level System (SLS)

Scrubber/Separators
The system provides for liq-
uid control in gas scrubber High Level Shutdown Switch
Basic Operation applications, by dumping liq- Stainless steel float actuated level switches to alarm
As condensate rises in the scrubber, the float uids to drain and protecting and/or shutdown the equipment.
on the L1200NDVOR rises and trips its pneu- compressors with a high liq- L1200: 2” NPT pipe connection; Rated 2000 psi
matic valve. The valve opens allowing pres- uid level switch. Wetted metal (13.7MPa) [137bar]; Class I, Division 1. SPDT
snap-switch standard. DPDT Optional.
sure to enter the dump valve pilot chamber. parts are made to survive
All Stainless Steel available.
Once the pressure enters the pilot chamber it constant use in corrosive
environments.
forces the diaphragm and valve stem forward
See Bulletin: SLS-04005B for
thus opening the valve seat (valve open/closed more details.
indicator button pops out) and releasing con-
Filter/Regulator &
densate through the valve stem and out the Control
MURPHYGAGE®
drain. As the condensate level drops, the Panel
L1200NDVOR pneumatic valve closes to shut
“Instrument
off the pressure to the dump valve causing it to Quality Air/Gas
close. Supply”
If for any reason the condensate continues to
rise beyond normal dump levels, model L1200
operates the alarm and/or shuts down the
Pneumatic Level Control
equipment. Float actuated level snap-acting switch
The L1200NDVOR Filter/Regulator and the controls pneumatic pressure to open
and close dump valve.
Pneumatic Dump
MURPHYGAGE® help keep the control pres- Valves See DVU-01069B
sure clean and dry. They also allow the opera- L1200NDVOR: Dump Valve Operator,
for more details.
pressure regulator, and pressure indi-
tor to adjust pressure to recommended levels. Two piece union design with manual valve operator
cating MURPHYGAGE.® allows soft plug and hard seat to be replaced with-
NOTE: Always use clean, dry, out disassembling outlet piping or scrubber pipe
instrument quality gas. connection. Diaphragm actuated valves operate on
30-70 psi (207-483 kPa; 2-5 bar).
DUMP VALVE INSTALLATION
DVU Series Installation

Upper Assembly
(removable)
CAUTION: ALWAYS USE “NON-SPARKING TOOLS”
Pneumatic
WHEN GAS IS KNOWN TO BE PRESENT. Input Signal
Valve
Union
The following describes the “Direct Mounting” method to the Fig. 4
tank wall. Typical
1. Install the valve so the drain connection is on the bottom. Use Dump Valve Maintenance
Bolt
pipe thread sealant on all the connections. Installation
2. Be sure the unit is screwed tight and does not leak. Valve Indicator
3. Install the piping for the pneumatic input signal into the
Vessel Wall
1/8 NPT threaded connection of the pressure inlet port (on Weep Hole
top of the diaphragm housing of the DVU).
6. Install a union between the DVU drain connection and the Drain
condensate out line. Use pipe thread sealant on all the con- Connection
nections.
Union
Condensate Out
2-Way (Manual Drain)

Shutoff Valve

REPAIR PROCEDURE
CAUTION: THE INSTALLATION AND REPAIR PROCEDURES SHOULD 6. Using a back-up wrench on the plug, remove the stem nut on the shaft
ONLY BE PERFORMED BY TRAINED, QUALIFIED, AND EXPERIENCED under the plug. Once the stem nut is broken loose, the 9/16” head main-
PERSONNEL. THE TRAINING, QUALIFICATION AND EXPERIENCE
tenance bolt and top assembly will keep the stem from turning. The plug
turns freely on the stem once loose. The plug and seat can now be
REQUIRED IS FOR WORK AROUND PRESSURE VESSELS, NATURAL GAS, POSSI- removed. All soft seals should be replaced. Refer to kit part numbers
BLY SOUR GAS, OR ANY SUBSTANCE TO BE FOUND IN THE VESSEL. EXTREME under service parts on page 4.
CARE MUST BE TAKEN TO INSURE ANY RESIDUAL OR FULL PRESSURE IS
RELIEVED FROM ALL PARTS OF THE SYSTEM TO BE SERVICED. Replacing the Diaphragm
6A. If the diaphragm is to be replaced, all preceding steps have to be
Suggested Tools (Sizes listed are wrench openings. done. Additionally, do the following:
Adjustable crescent wrenches, socket and/or end wrench, pipe wrenches, 6B. Loosen the 9/16” head maintenance bolt, allowing the diaphragm
flat edge screwdriver with 1/4” blade width, can also be used .) spring to relax, and the stem to retract. Make alignment marks on
Model Valve Body Union Nut Plug Seal Hex Stem Nut the top and bottom halves of the diaphragm assembly for align-
DVU2120 3” 3” 7/8” 1/2” ment during re-assembly.
DVU2115 3” 3” 1” 1/2” 6C. Remove the 8, 7/16" bolts/nuts holding the diaphragm housing
DVU2105 3” 3” 1-1/4” 1/2” together.
DVU150/DVU175 2-1/4” 2-1/4” 3/4” 3/8” 6D. Using a straight edge screwdriver, gently separate the 2 halves of
the diaphragm housing, and remove the top, or outside portion.
Replacing the Plug and Seat 6E. Lift the diaphragm and support plates far enough for the 1-1/8" hex
1. Close the pressure block valves (suction & discharge valves) on the inlet or 1” round nut on the bottom of the diaphragm assembly to be
and outlet of the skid. Lock them closed if possible. accessible to a wrench and not have the spring interfere. If it is
2. Open the blowdown valve to remove pressure from the unit. Lock the desired to replace the packing, pull the stem all the way out. The
blowdown valve open if possible. packing can be easily removed using a small screwdriver to pry the
3. After taking all possible precautions to insure there is no pressure in the packing out. The new packing can be simply pressed in, making
vessel. (If the condensate line is pressurized, it must also be blocked and sure the orientation of the packing installed is the same as the ori-
locked.) Open the manual drain valve so it bleeds into the vessel so it entation of the packing removed. The packing is wider toward the
can also be bled down. Disconnect the pneumatic input signal connection plug end. You will have to use the seat to hold the packing in place
after insuring it also has been de-pressurized. when re-inserting the stem.
4. Using a back-up wrench on the valve body, with a quick "breaking" 6F. With the 1-1/8" hex or 1” round nut held by a wrench, use a
action loosen the union nut on the valve. There is a "weep" hole in the wrench to loosen and remove the 1/2" nut on top of the diaphragm.
nut. If at any time while loosening and taking off the nut pressure is The diaphragm can now be removed and replaced.
escaping through the "weep" hole, immediately stop loosening the nut. 6G. With the new diaphragm in place and the 1/2" nut tightened, place
Retighten the nut and check the preceding procedures to ensure the pres- the assembly, diaphragm down on a clean, smooth sturdy surface.
sure is bled off the vessel. Never remove the assembly if pressure is 6H. Have the seat, plug, washers and stem nut handy (if any of these
coming through the weep hole. See Figure 4 on page 2.
parts are to be replaced, use the old parts for this procedure). Press
5. With the upper assembly removed from the vessel the plug and/or seat can
down evenly and smoothly on the bottom of the diaphragm assem-
be replaced. Loosen the 9/16” jam nut on the maintenance bolt on top of
bly to cause stem to come up. Place the seat and plug in place.
the diaphragm cover. Spin the nut up against the head of the bolt. Tighten
the bolt to extend the shaft and plug. DO NOT OVERTIGHTEN. Then push the bottom of the diaphragm assembly down far enough
to install the washers and stem nut on the stem. Tighten the stem
nut enough to hold against the diaphragm spring.
Fig. 5 Stem O-Ring Seals 6J. Align the diaphragm holes to the bolt holes (bottom half of the
Plug Seat Stem Packing Against Outlet housing). Install the upper diaphragm housing using the alignment
Washer(s)* marks from step 6B. Install the 8, 7/16" bolts and nuts. Tighten the
bolts evenly going from one bolt then 180° around to the next bolt,
then either 120°or 240° around to the next bolt and so forth until
all 8 bolts are evenly tight.
Stem O-Ring 6K. Using the 9/16” head maintenance bolt, tighten, pushing the stem
Nut Crush Washer Seal Seat butts into here out until the 9/16"bolt stops – DO NOT OVERTIGHTEN.
*Number of washers varies depending on the model from 1 to 3. 6L. Remove the stem nut holding the plug. (If old parts were used, pre-
pare to install the new parts now.)
Seal Washer Maintenance 7. Install the seat and plug. Place the O-ring on the stem, followed by the
Fig. 6 Bolt Diaphragm
Pressure Inlet washer and stem nut.
Housing 8. Tighten the stem nut. Loosen the 9/16” head maintenance bolt by at least one
Diaphragm 1/2" Nut
turn past the point where it is no longer in contact with the stem. Tighten the
9/16" jam nut holding the 9/16” head maintenance bolt.
9. Replace the crush washer and the O-ring hidden by the union nut.
NOTE: If pressure or fluid comes out the weep hole of the union nut,
either the O-ring under the union nut is leaking, or the packing could be
Backup leaking through the internal weep hole above that O-ring.
1-1/8" or Diaphragm 10. The assembly is ready to be re-installed. Check for relative position of
Plate Spring
1" round nut Stem Assembly the pneumatic input signal connections before tightening the union nut.

PRESSURE VS. FLOW CHART
Fig. 7 Pressure vs. Flow for DVU150 and DVU175 models only
250
250
200
200
150
150
Pressure (psid)
100
100
50
50
0
0 5 10 15 20 25 30 35 40 45
Flow (gpm)
SERVICE PARTS
Part No. Description Typical Diaphragm Repair Kit includes:

DVU2120 Diaphragm; Diaphragm Washer (upper), Diaphragm Nut, Diaphragm Plate
55-00-0237 Seal Kit (includes plug) (1 or 2 pcs.), Packing, “O” Ring, Stem, Seal Washer for Maintenance Bolt.
55-00-0236 Diaphragm Kit
The DVU Series Valve is included in the
DVU2115 following Scrubber Levels Systems.
55-00-0241 Seal Kit (includes plug)
55-00-0240 Diaphragm Kit (Includes L1200, L1200NDVOR, and DVU valve)
SLS2120: Includes DVU2120 valve
DVU2105
55-00-0245 Seal Kit (includes plug) SLS2115: Includes DVU2115 valve
55-00-0244 Diaphragm Kit SLS2105: Includes DVU2105 valve
DVU175 SLS175: Includes DVU175 valve
DVU150 -LR: Less Regulator option
55-00-0230 Seal Kit (includes plug) Warranty
55-00-0231 Diaphragm Kit A limited warranty on materials and workmanship is given with this FW
Typical Seal Kit includes: Nut, Washer (1 to 3), “O” Ring, Plug and Murphy product. A copy of the warranty may be viewed or printed by going
Seal, Seat, Crush Washer. to www.fwmurphy.com/support/warranty.htm

Note: Fuel Pressure Regulator
Set at 100 psi
Open to Operate From Interstage Gas
Close to Operate From Interstage Gas
Hot Gas Supply to Fuel Filter

TP 02-50-T020-335
TP 02-50-T020-335

1 Tubing, 316SS, ½" x 0.035 Wall 5551 3508 65"
2 Tubing, 316SS, ½" x 0.035 Wall 5551 3508 280"
3 ¼" Angle, 3" x 2" x 6" L 7004 3020 1
4 Ball Valve, ½" NPT 2549 2004 1
5 Ball Valve, 2" NPT 2549 0305 1
6 Bushing, 1" x ¼" NPT 2527 1002 1
7 Bushing, 1" x ¾" NPT 2527 1006 1
8 Bushing, 2" x 1" NPT 2527 2010 1
9 Check Valve, ½" NPT 2549 3068 1
10 Elbow, ½" NPT, 2000# 2535 3004 1
11 Elbow, 1" NPT, 2000# 2535 3010 7
12 Male Tubing Elbow, ½" Tube x ½" NPT 2507 4204 1
13 Pressure Gauge, ¼" NPT 0-200 psig 2015 3349 1
14 Male Connector ½" Tube x ½" NPT 2507 1404 1
15 Pipe Nipple, Close, Sch 80, ½" NPT 2539 4404 1
16 Pipe Nipple, Sch 160, ½" NPT x 1½" 2539 8406 1
18 Pipe Nipple, Sch 80, 2" NPT x 2½" 2539 4910 2
19 Pipe, ¾", Sch 40 4053 0035 9"
20 Pressure Regulator, 1", Fisher 627 2040 6490 1
21 Pipe Tee, 1" NPT 2545 4010 1
22 Pipe Tee, 2" NPT 2545 4020 1
23 U-Bolt, 2½" 1590 0300 1
24 Union Tubing, ½" 2507 8004 2

121205
TP 02-50-T020-305
Installation, Operation and Maintenance Manual Pg 1 of 4
W-K-M®
DynaSeal®
210A / 210L
Ball Valve
Table of Contents
Scope ........................................ 1
Nametag Information ............. 2
Storage ..................................... 2
Installation ............................... 2
Operation ................................. 3
Routine Maintenance ............. 3
Troubleshooting ...................... 3
11
Item Description
1 Body 10
2 Grease Fitting1 12
3 Seat O-Ring2 9
4 Seat Ring
5 Ball 8
6 Tailpiece Gasket 13
7 Tailpiece
8 Stem 14
9 Stem Seal
10 Stem O-Rings 24
16
2
15
11 Handle3
12 Lock Nut3 (or Retainer Clip)
13 Retainer Ring
14 Locking Plate
15 Stop Pin
1
Old option (discontinued 1998), not on all valves.
00
20
2
Used with old style delrin seat with notched back. New CW
P
43 delrin seat does not require o-ring, nor does the
02 or 42 teflon seat.
3
Optional
1 2 3 4 5 4 3 6 7
210A Ball Valve
Scope
The W-K-M DynaSeal 210 floating ball valve is a 2 piece, threaded end valve design.The 210A is
rugged, but economical ductile iron ball valve ideal offered in sizes 1 to 4x 3and pressure ratings
for oilfield applications. It has deep-pocketed seats, 1000 psi, 1500 psi and 2000 psi. The 210L is offered
double O ring stem seals and is available with API in 2, 3 and 4 reduced port sizes with a maximum
Line Pipe threaded outlets. The 210A and 210L are a 1000 psi pressure rating.
W-K-M DynaSeal 210A and 210L Ball Valves Publication

Installation, Operation and Maintenance Manual TC1414
Pg 2 of 4 Installation, Operation and Maintenance Manual
Nametag Information
1 2
Item Description
CWP:
WO: 1 Maximum cold working pressure
2 Work order number
DESC:
3 Assembly part number
P/N REV. 4 NACE compliance mark
5 Valve size and type
(model and body trim designation
3 4 5 6
6 Revision level
Storage
After valves are assembled and tested, they are body and the other on the adjacent pipe. (ie. DO
placed in the full open position, bores are NOT apply wrench to the body section when making
greased and end protectors are installed. This up pipe to the tailpiece as this may result in break-
will provide adequate protection for indoor ing loose the threaded tailpiece-tobody joint).
storage. Extended outdoor storage requires Conventional pipe thread compound is recommended
periodic inspection and the addition of a corro- when installing 210, ductile ball valves. Teflon tape
sion inhibitor. Contact your CCV representative can cause threads to gall. Field testing, if performed
for extended storage guidelines. Valves should after the valve has been properly installed into the
only be stored in the full open or full close line, should be done in accordance with the following
position to prevent seat distortion. procedure:
Caution: Ensure that all test fluids contain corrosion

Installation inhibitors and are compatible with valve seat and
seal material.
DynaSeal 210 ball valves may be installed in any
position with flow from either direction. How- 1. Preliminary Testing Completely flush the system
ever, for best service life there is a preferred or the line to minimize damage to the seats and
vertical or horizontal position to maximize ball surface which might be caused by weld slag
sealing and minimize the accumulation of or other foreign matter resulting from installa-
sediment. In the vertical position it is preferred tion procedures.
to have the upstream pressure from above so the 2. Line Testing When performing this test, the
weight of the ball will assist the pressure in valve should be in the half-open position to
sealing. With the run of the valve in a horizontal ensure that the body cavity is completely filled
position, it is preferred to have the stem lying with the test media and to prevent accidental
horizontal (i.e. toward the viewer) with pressure over pressure of the seats. NOTE: Line may be
from the right. During operation, flow will act tested at a maximum of 1 1/2 times the valves
as a siphon and minimize retention of sediment. cold working pressure rating without consulting
the factory.
When handling or installing a valve, keep the 3. Seat Testing When testing the seats with the
valve in the full open position whenever possible valve in the closed position, do not exceed the
to prevent foreign object damage to the ball. valves cold working pressure rating.
4. Upon completion of testing, purge all test fluids
Threaded-End valves are installed using two pipe from the valve.
wrenches, one on the flats of the tailpiece or
Publication W-K-M DynaSeal 210A and 210L Ball Valves

TC1414 Installation, Operation and Maintenance Manual
Operation
DynaSeal 210 ball valves operate from fully open to lubricators (if recommended by the actuator
fully close by a 90 degree turn of the handle. The manufacturer) are installed prior to valve and
handle aligned with the pipe always means the valve actuator installation. Should any maintenance
is open and with the handle perpendicular to the be necessary, obtain the part number from the
pipe means the valve is closed. Additionally, the units nameplate and contact Cooper Cameron
stems have flats that align the handle and can be Valves or the nearest representative.
used to indicate ball position. The bore of the ball is
parallel with the faces of the stem flats.
DynaSeal 210 valves may be power actuated. Pneu- Routine Maintenance

matic and hydraulic actuators, whether of the fail- Due to its design and simplicity the 210 ball
open, fail-close, or fail-last position type, have valve requires very little maintenance. Its non-
OPEN CLOSE indicators on the top of each unit. lubricated, self-cleaning ball can provide reliable,
On a pneumatic actuator, make sure filters and leak free performance over a long period of time.
Warning: Valves should be placed in a partially open position prior to working on a valve or removing
it from service to vent pressure or drain product that may be trapped in the body cavity. When remov-
ing threaded end valves from the line, apply wrenches in the same manner used for installation and
NOT to the valve body section as this may result in breaking loose the threaded tailpiece to body joint.
Troubleshooting Chart
Trouble Probable Cause Remedy
a. Iced up due to restricted flow or a. Flush out with warm material.
low temperatures.
b. Pressure locked. (Condition in b. Reduce valve temperature or pressurize line to rated
Will not open or close
which the body pressure exceeds working pressure to reduce pressure differential
the line pressure by an excessive sufficient to operate valve.
amount)
a. Accumulation or solidification of a. Flush valve to get material out of body.

material in the body of valve.
b. Swelling seats. b. Install correct trim.* (Requires valve removal and
Hard to operate
disassembly)
c. Corrosion between stem and valve c. Apply penetrating oil around stem. If still wont
body operate, disassemble valve and polish stem.*
d. Operator not installed properly. d. Check operator.
a. Worn or damaged seats and/or a. Replace worn parts* (Requires valve removal and
ball. disassembly)
Will not seal properly
b. Foreign matter between seat and b. Operate several times to wipe clean.
ball.
c. Operator stops not set properly. c. Adjust stops to proper setting.
a. Leaking tailpiece gasket. a. Replace gasket.* (Requires valve removal and

Valve leaking between
disassembly)
body and tailpiece
b. Tailpiece and body are not b. Tighten parts to specified torque. *
tightened together properly.
Leaking around stem a. Worn or damaged stem seals. a. Replace O-ring stem seals.* (Requires valve removal
and disassembly)
*Contact your CCV representative for a repair manual.

Headquarters
Cooper Cameron Valves

16500 South Main Street
Missouri City, TX
77489-1300
Phone: 281-499-8511
800-323-9160
Fax: 281-499-6965
USA

845 S.W. 29th Street
Oklahoma City, OK
73147
Phone: 405-631-1321
Fax: 405-629-0420
Scotland

Houstoun Industrial Estate
Houstoun Road
West Lothhian EH54 - 5BZ
Livingston, Scotland
Phone: 44-1506-444-000
Fax: 44-1224-783-355
http://www.ccvalve.com
W-K-M® and DynaSeal® are trademarks of Cooper Cameron Corporation

c Cooper Cameron Corporation, Cooper Cameron Valves Division, Printed in USA / 9-99 / TC1414
Warning
All repair and resetting of safety relief valves should
be performed by a National Board certified valve
repair shop holding a “VR”stamp.
See engine assemblies for details

Service the PCC fuel filter every 800 hours.
Starter motor Ajax p/n BM-11679-R-1.

Tubing Fitting, Item 43,
Maximum inlet pressure = 150 psig.
with 0.030" orifice supplies
Pinion-to-ring gear backlash = 0.020” to 0.030”
positive head pressure to
hydraulic system.
1 ” travel (ref.)
Adjust Starter Pinion
main fuel pressure regulator
to 15 psig (typically). Ring Gear
Flywheel
(Ajax p/n 2040 6430)
(Fisher Type 627) 0.06” minimum
” minimum
engagement
Adjust PCC fuel shut off relay valve

(item 57) to actuate at 5 psig. ! "#
" # !$
(Fisher Type 119)
Starter Gas Supply
Maximum pressure = 150 psig Adjust PCC fuel (LE) 2802LE Starter/Fuel Gas Piping
Approximate maximum flow rate 1768 scfm (starter) pressure regulator (item 58)
(values based on typical natural gas properties) to 13-14 psig (typically). TP 02-22-T010-322-150
(Fisher 64 Series)
2802LE Starter/Fuel Gas Piping
TP 02-22-T010-322-150

1 Tubing ¼" x 0.035 Wall 5551 3504 55" 36 Pipe 2", Sch 80 4053 0205 11"
2 Tubing ¼" x 0.035 Wall 5551 3504 55" 37 Pipe 2", Sch 80 4053 0205 15"
3 Angle, 2" x 2" x ¼" x 28" Lg. 7004 2020 1 38 Pipe 2", Sch 80 4053 0205 23"
4 Ball Valve, ½"NPT, 2000# 2549 2004 1 39 Pipe 2", Sch 80 4053 0205 58"
5 Ball Valve, 1"NPT 2549 2006 1 40 Plug, Hex Head, 2"NPT, 3000# 2541 6020 1
6 Ball Valve, 2" Spring WKM-210A 2549 0305 1 41 Fuel Shutdown Valve, 1"NPT 2090 2510 1
7 Bushing, ½"NPT x ¼"NPT, 3000# 2527 0402 1 42 Street Elbow, 1½"NPT, 3000# 2535 8014 1
8 Bushing, ¾"NPT x ½"NPT, 3000# 2527 0604 2 43 ¼" Male Tubing Conn. w/0.030" Orifice 2507 1325 1
9 Bushing, 1½"NPT x 1" NPT, 3000# 2527 1410 1 44 Tee, ½"NPT, 2000# 2545 4004 1
10 Bushing, 1"NPT x ½"NPT, 3000# 2527 1004 1 45 Tee, ¼"NPT, 2000# 2545 4002 1
11 Bushing, 1"NPT x ¼"NPT, 3000# 2527 1002 1 46 Tee, 1"NPT, 2000# 2545 4010 3
12 Bushing, 2"NPT x 1"NPT, 3000# 2527 2010 1 47 Tee, 2"NPT, 2000# 2545 4020 1
13 Elbow, 1"NPT, 2000# 2535 3010 1 48 Tee Reducing Union, ½" x ¼" 2507 6205 1
14 Elbow, 1"NPT, 3000# 2535 4010 1 49 Tubing ½" x 0.035 Wall 5551 3508 14"
15 Elbow, 2"NPT, 2000# 2535 3020 3 50 Tubing ½" x 0.049 Wall 5551 4908 48"
16 Elbow, Male Tubing, ½" Tube x ½"NPT 2507 4204 3 51 Tubing 1" x 0.049 Wall 5551 4916 13"
17 Elbow, Male Tubing, ¼" Tube x ¼" NPT 2507 4202 2 52 U-Bolt, 1" 1590 0100 1
18 Flat Bar, ½"NPT x 2" x 6" L 7040 0420 1 53 U-Bolt, 2" 1590 0103 3
19 Gauge, 0-30 psig 2015 3312 2 54 Union, 1"NPT 3000# 2547 5010 1
20 Male Connector, ½" Tube x ½" NPT 2507 1404 1 55 Union, 2"NPT 3000# 2547 5020 2
21 Male Connector, ¼"Tube x ¼"NPT 2507 1202 1 56 Unitstrut, 3" L 7020 2558 2
22 Male Connector, 1" Tube x 1" NPT 2507 1808 2 57 Valve, PCC Fuel Shut Off Relay BM-16089-K 1
23 Mercer Relief Valve, 1" In x 1" Out 63ME2M2FVA0080 1 58 Regulator, PCC Fuel Pressure 2-04V-034-003 1
24 Needle Valve, ¼", 6000# 2549 0057 2
25 Close Nipple, ¼"NPT, Sch 80 2539 4200 1
26 Close Nipple, 2"NPT, Sch 80 2539 4909 1
27 Nipple, ½"NPT x 2" L, Sch 80 2539 4408 1
28 Nipple, ½"NPT x 3"L, Sch 80 2539 4414 2
29 Nipple, 1"NPT x 2½L, Sch 80 2539 4610 4
30 Nipple, 1"NPT x 6"L, Sch 80 2539 4626 2
31 Nipple, 1"NPT x 8"L, Sch 80 2539 4628 1
32 Nipple, 2"NPT x 8"L, Sch 80 2539 4928 1
33 Pipe 1", Sch 40 4053 0102 13"
34 Pipe 1", Sch 40 4053 0102 11"
35 Pipe 2", Sch 80 4053 0205 27"
2802LE Starter/Fuel Gas Piping 210207
TP 02-22-T010-322-150
Fuel Block & Vent Valve
FW Murphy M2582-CD
p/n: 2090 2510
Manual Trip Knob Manual Reset Knob

Twist ¼ turn CW to close the valve.
Twist ¼ turn CW to
latch the valve open.
Fuel Gas Vent Piping
TP 02-22-T07A-001 rev 1
TP 02-22-T07A-001 rev 1

1 U-Bolt, 1½" 1590 0102 1
2 Male Connector, 1" Tube x 1" NPT 2507 1808 2
3 Male Tubing Elbow, ¼"Tube x ¼" NPT 2507 4202 2
4 Bushing, 1½" NPT x 1"NPT 2527 1410 2
5 Bushing, 1½" NPT x ¼"NPT 2527 1402 1
6 Pipe Nipple, 1" Sch 80 NPT 2539 4605 2
7 Pipe Nipple, 1½" NPT x 5"L, Sch 80 2539 4822 1
8 Pipe Nipple, 1½" Sch 80 NPT 2539 4800 2
9 Pipe Tee, 1½" NPT 2545 4014 3
10 Pipe Union, 1½" NPT 2547 5014 2
11 Pipe Union, 1" NPT 2547 5010 1
12 Pipe, 1½"NPT x 17", Sch 80 4053 0145 1
13 Pipe, 1½"NPT x 51", Sch 80 4053 0145 1
14 Pipe, 1½"NPT x 12", Sch 80 4053 0145 1
15 Tubing, (0.049 Wall) x 25"L 5551 4916 1
16 Tubing, (0.035 Wall) x 31"L 5551 3504 1
17 Angle, 2" x 2" x ¼" x 9"L 7004 2020 1

TP 02-22-T07A-001 rev 1
M-7980N
Revised 11-02
M2582, M5081, and M5180 Series Section 55
(00-02-0206)
Electromechanical and Pneumatic, Fuel Gas Shut-

off Valves Installation and Operation Instructions
Please read the following instructions before installing. A visual inspection of this product for damage during shipping is
recommended before mounting. It is your responsibility to have a qualified person install the unit and make sure installation
conforms with NEC and local codes.
GENERAL INFORMATION
WARNING
✔ Make sure the machine cannot operate during installation.
Model M5081
Approved*
M2582 and M5081Series M5081FS

Tripping Power From Engine Ignition System or Battery Normally Energized Circuit
(Models available for magneto, CD ignition or 12/24 V battery) The M5081FS is manually opened, electrically latched open and tripped
These fuel shut-of f valves are semi-automatic devices for shutdown of by interrupting the coil power circuit.
natural gas fueled engines. The standard valve opens by manual
operation of the reset handle. A latch in the upper body of the valve will Magnetic Switch Adapter
set and hold the valve open. At this point no electric power is used. As ignition systems wear from usage, their power output becomes less
The electromagnetic coil is de-energized, the snap-switch(es) is SET. and less. Ignition may not have the capacity to reliably trip the Fuel
Valve. Therefore, the use of a Magnetic Switch Adapter for CD
If a SWICHGAGE ® contact closes, a circuit is completed from power ignition systems is recommended. The Magnetic Switch Adapter is a
through the snap-switch and coil. Now energized, the electromagnet device that stores ener gy from the CD ignition to trip the Fuel V alve.
trips the latch, (latch can be tripped manually), the valve closes, and the Three models are available:
snap-switch resets. Power switches from the coil circuit to your choice 65700053 (was 65020126): For use with negative ground ignitions
of an open line, an electrical ground, or an alarm. After tripping, the up to 240 VDC.
vent seal opens, and on the M50 models, the open/close indicator (green
button) retracts to indicate that the valve is closed. 65700054 (was 65020127): For use with positive ground ignitions
up to 450 VDC.
Valve body is sandcast aluminum. Optional cast steel for M5081 models.
65700055 (was 65020155): For use with negative ground ignitions
M2582-P and M5180-P up to 450 VDC.
MURPHY-NUMATIC™ Pneumatic Version for Pressure
100 ohm, 2 watt Resistor
The M2582-P and M5180 pneumatically controlled valves can operate For Capacitor Discharge Ignitions that are specified to be grounded when
from pressure, and are designed to open and close automatically or semi- the valve closes, and a Magnetic Switch Adapter is in use. The resistor
automatically (the supply can be air, oil or gas). must be connected in the system to prevent damage to the snap-switches
NOTE: If using oil as a pressure source, use a lightweight oil. in the fuel shut-off valve (see typical wiring diagrams).
These valves will open on rising control pressure and close on
Diode Package
decreasing control pressure. M2582-P and M5180-P automatically open
The Murphy diode package (65010065) is designed to allow the fuel shut-
at 2 psi (14 kPa) [0.14 bar] and fully open at 3 psi (21 kPa) [0.21 bar].
off valve to be used with dual Magneto Ignition systems.
All models include a built-in lever to aid in opening the valve manually .
The M2582-P can be manually opened against inlet pressure of 80 psi
(552 kPa) [5.52 bar]. The M5180-P valve can be opened against inlet NOTE: All aluminum versions of the M5081 Series Fuel Valve carry
pressure of 100 psi (689 kPa) [6.89 bar]. Canadian Registartion Number OC1476.2.
* M5081 model is CSA approved for Class I, Division 1, Groups C and D.
Standard models include an escape vent for gas trapped forward in the
See Specifications on page 12.
line after shut-off.
Installation M-7980N page 1 of 12

FLOW CHARACTERISTICS VALVE CUT-OUT
Understanding the Basic Operation

of the Fuel Shut-off Valve
M2582 Series The valve below is shown in the run (open) position.
10.0
Pressure is equalized, seat (B) is open, allowing
the fuel to flow. When valve is in the tripped position
]
]
g.)
bar]
]
[254.0]
bar
bar
bar
.28 k
(closed), seat closes (C).
.38
.69
0.34
.07
9.0
g.)
[228.6]
) [1
) [0
) [2
z. (0
The vent (D) opens to relieve trapped downstream fuel
a) [
11 k
Inches water column (∆p) drop across valve.
kPa
kPa
kPa
8.0
10 o
4 kP
[203.2]
. (0. to vent to a non-hazardous area.
Millimeters water column in brackets [ ].
38
07
(69
ig (3
g (1
g (2
4 oz
7.0
sig
[177.8]
psi
psi
5 ps
10 p
20
30
6.0
[152.4] TYPICAL MODEL (M5081) SHOWN
5.0
Terminal Block is
[127.0]
4.0
[101.6] within this case.
3.0
[76.2]
F
2.0
[50.8]
1.0
[25.4]
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000
E
[7.08] [14.16] [21.24] [28.32] [35.40] [42.48] [4956] [56.64] [63.72] [70.80] [77.88] [84.96]
Standard cubic feet per hour. Cubic meters per hour in brackets [ ].
G
B
C
A
M5081 and D
M5180 Series Vent to relieve trapped fuel
outside the hazardous area. H Pipe Plug (remove to
install vent tube).
Inches water column (∆p) drop across valve.
Millimeters water column in brackets [ ].
g.)
1k
(.1
A. Main Stem
z.
3.0
4o
.)
[76.2]
kg
B. Pressure Disc/seal (in run/open)

28
. (.
oz
C. Pressure Disc/seal (in trip/closed)

10
2.0
ar]
[50.8]
a ) [.6
9b D. Vent Seal Gland
k P
sig
(69
[1.38
bar] E. Reset Knob (latches valve open)
10 p 38 kPa)
1.0
[25.4]
20 p
sig (
1
2.07
bar] F. Manual Trip Knob (not available for M5081FS)
k Pa) [
30 ps
ig (2 0 7
G. Indicator Button (out with valve open)
H. Pipe Plug
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
[14.16] [28.32] [42.48] [56.64] [70.80] [84.96] [99.12] [113.28] [127.44] [141.60]
Standard cubic feet per hour. Cubic meters per hour in brackets [ ].
NOTE: If the vent-after-tripping feature is not used,
remove O-ring (D), to avoid condensation accumulation
that can hamper trip action.
Be sure to replace Pipe Plug (H) and to clean vent
periodically.

DIMENSIONS
CAUTION: THE ARROW ON THE SIDE OF THE FUEL VALVE MUST POINT TO THE CORRECT DIRECTION OF THE
FLOW, FROM FUEL SOURCE TO THE ENGINE. APPLY PIPE DOPE ONLY TO FUEL PIPE, NOT TO THE FUEL VALVE.
M2582 M2582-P
1/4 in. (6 mm) tube connection; control
1/2 NPT Conduit pressure 3 psi (21 kPa) [0.21 bar] minimum,
Reset Knob Connection Latch Arm (see NOTE) 75 psi (517 kPa) [5.17 bar] maximum.
Manual Trip
Knob
1 NPT Breather/Vent
(2 places) 1/16 in. (2 mm)
1 NPT
(2 places)
6-9/16 in.
7-5/16 in. 1/4 NPT (167 mm)
1/4 NPT (186 mm) Vent and
Vent and Plug Plug
3-3/32 in.
3-3/32 in. (79 mm)
(79 mm) 5-1/2 in. (140 mm)
5-1/2 in. (140 mm)
NOTE: Thumb operated opening latch (2.5 psi [17 kPa]
[0.17 bar] required to release cocking latch)
M5180-P
Latch Arm (see NOTE 2)
Breather Vent 10-7/16 in. (265 mm) 6-1/8 in.

(see NOTE 1) (156 mm)
1/4 in. (6 mm)
connection;
2 NPT control pressure
(2 places) 3 psi (21 kPa)
[0.21 bar] minimum,
80 psi (552 kPa)
[5.52 bar] maximum
(see NOTE 1) 4-3/8 in.
(111 mm)
Vent and Plug
1/2 NPT
9-3/8 in. (238 mm) 4-1/4 in.

(108 mm)
NOTE 1: Control pressure connection fitting and breather vent fitting can be swapped to convert to vacuum control.
NOTE 2: Thumb operated opening latch (2.5 psi [17 kPa] [0.17 bar] required to release cocking latch).
Magnetic Switch Adapters

65700053 (was 65020126); 65700054 (was 65020127); 65700055 (was 65020155)
2-5/16 in. (59 mm)
3/8 in.
1-15/32 in. (10 mm) 2-5/8 in. (67 mm)
(37 mm)
1-23/32 in.
Panel Mount screws (44 mm)
10-24 N.C. x 31/32 in.
5/16 in. (8 mm) long (25 mm)
2-7/16 in.
(62 mm)
15/32 in. GND ALT1 ALT2 SW
(12 mm)
Terminal screws
8-32 N.C. x
1/4 in. (6 mm) long
DIMENSIONS continued
CAUTION: THE ARROW ON THE SIDE OF THE FUEL VALVE MUST POINT TO THE CORRECT DIRECTION OF THE
FLOW, FROM FUEL SOURCE TO THE ENGINE. APPLY PIPE DOPE ONLY TO FUEL PIPE, NOT TO THE FUEL VALVE.
M5081 and M5081FS
Manual Trip Knob 1/2 NPT Conduit

(M5081 only) Reset Knob Connection (2 plcs.)
1-3/8 in. (35 mm)
Inlet
Breather
10-5/16 in.
(262 mm)
3-7/16 in.
Indicator (87 mm)
Button
4-1/16 in.
2 NPT (103 mm)
Vent and Plug (2 places)
1/2 NPT
3 in. (76 mm)
9-3/8 in. (238 mm) 7-3/4 in. (197 mm)
M5081-3 Steel Flanged Option
45°
3-5/8 in.
(92 mm) dia.
3/4 in. (19 mm) dia.

(4 places) each end
2 in. (51 mm) dia. 2 places equally spaced on a
150# RF (raised face) pipe flange 15/32 in. (121 mm) b.c.
(bolt circle)
14-25/64 to 14-29/64 in.
(366/367 mm)

INSTALLATION
WARNING: STOP THE ENGINE AND DISCONNECT ALL ELECTRICAL POWER BEFORE BEGINNING INSTALLATION. BEGIN THE
INSTALLATION BY SECURING AREA OF ANY HAZARDOUS CONDITIONS. SHUTOFF THE FUEL GAS SUPPLY. FOR HAZARDOUS
APPLICATIONS REFER TO NATIONAL ELECTRICAL CODE SPECIFICATIONS.
Connecting the Fuel Shut-off Valve

Figure 1
1. Before connecting the unit, apply pipe dope to plumbing male threads
Physical Location and Plumbing (typical)
that will be inserted into the valve. Do not apply pipe dope to the valve.
2. Make sure that the arrow on the side of the valve indicates the correct
Fuel Shut-off Valve
direction of the flow.
3. Fuel shut-off valves can be installed in all three planes. However , Master Regulator Bypass Fuel
mounting the valve horizontally (with vent pointing down) is (High pressure) Regulator Filter Carburetor
recommended. Do not install valve with top down. (Refer to Figure 1.)
4. Hold valve in position, (use a tool on valve wrench flats) and tighten
plumbing into inlet and outlet ends. (Refer to dimensions on pages 3-4.)
Wrench Flats
CAUTION: DO NOT TWIST THE VALVE BODY HOUSING. Remove plug and attach vent line.
FUEL FLOW Route to non-hazardous area.
5. To mount flanged models, follow the appropriate installation codes
and ordinances for the application. (For dimensions see page 4.)
6. A vent line (to allow gas trapped forward between fuel valve and the
carburetor to escape) should be attached to the vent connection at the
bottom of the valve housing. Remove the plug and install the line. Figure 2
(Refer to Figure 1.) Pull the lever up, and press the latch
down into ridge with thumb.
Connecting Pneumatic Models
M2582-P and M5180-P
1. Repeat the steps above (1 thru 5), and observe the necessary cautions. Level Arm (Handle)
2. A lever/arm (handle) and a cocking latch are provided to allow manual
opening of the valve. The thumb-operated latch can be locked in place
to hold the lever/arm latched. The cocking latch will be released when Control Pressure
Connection
pilot pressure reaches 2.5 psi (17 kPa) [0.17 bar]). M2582-P and
M5180-P automatically open at 2 psi (14 kPa) [0.14 bar], and fully Thumb-operated
Cocking Latch
open at 3 psi (21 kPa) [0.21 bar]. See Specifications, page 12 for Breather
maximum control pressure. Vent
CAUTION: BE SURE PNEUMATIC SOURCE

RELEASES THE MECHANICAL LATCH WHEN RUNNING.
3. If vacuum control is desired, swap the Control Pressure connection

fitting and the Breather Vent fitting on your M5180-P model (see Fig. 2).

WIRING INFORMATION
WARNING: PERFORM THE WIRING OPERATION WITH THE POWER SOURCE “OFF” AND THE AREA MADE NON-HAZARDOUS.
MAKE SURE THE VOLTAGE AND CURRENT REQUIREMENTS ARE WITHIN THE FUEL SHUT-OFF VALVE RATINGS. HARD CONDUIT
WITH APPROVED SEALS IS REQUIRED BY THE NEC FOR HAZARDOUS AREA INSTALLATIONS.
M2582 Internal Wiring Internal Wiring

Wiring shown in normal mode of operation (seat open). The 20 AWG for M2582
(0.75 mm2) wire is color coded to the coil:
For CD ignitions: White and Orange Optional
White Resistor
For Magneto ignitions: White and Green (Note)
For Battery: White and Blue Black
Conduit Installation NOTE:

Install a 1/2 NPT conduit from the M2582 conduit connection to the For grounding the ignition (CD models only) Red
through the fuel valve snap-switch, use a
power source. See M2582 Dimensions (page 3) for location. Magnetic Switch Adapter (see Magnetic Ground
For wiring the M2582 fuel valve to Solid-State TATTLETALE® Switch Adapter, below) and install a 100
annunciators, refer to pages 9, 10, and 11. ohm; 2 watt resistor (included on page 11).
M5081 Internal Wiring

M5081 Internal
Wiring shown in normal mode of operation (seat open). The 18 AWG Disconnect
Wiring
(1.0 mm2) wire is color coded to the coil: Valve Switches
Coil Ignition 1 Ignition 2
For CD Ignitions: White and Orange
For Magneto Ignitions: White and Green
For Battery: White and Blue
Conduit Installation
Install a 1/2 NPT conduit from the M5081 conduit connection to the
power source. Refer to Dimensions (on page 4) for location.
For typical wiring of the M5081 models refer to pages 7 and 8. Ground
For wiring the M5081 fuel valves to Solid-State TATTLETALE ®

10 9 8 7 6 5 4 3 2 1
annunciators, refer to pages 9, 10, and 11.
Jumper Jumper
M2582-C-LS Wiring M5081-C-LS Wiring
Optional
White Resistor
White (See Note)
FV– FV–
NOTE: For grounding the ignition (CD models only) through the fuel
Orange Orange valve snap-switches, use a Magnetic Switch Adapter, see Magnetic
FV+ (IGN) FV+ (IGN) Switch Adapter, below and the “TO CLOSE THE FUEL VALVE and
GROUND THE IGNITION” attachment, and install a 100 ohm; 2
watt resistor (included with your attachment).
M5081FS Internal Wiring Magnetic Switch Adapters for Use with

For typical Wiring refer to page 8. Capacitor Discharge Ignitions
For wiring the M5081FS to MARK IV 12/24 refer to page 10. Connect the Magnetic Switch Adapter between the fuel Valve
terminal 1 and the CD Ignition. See wiring diagrams (pages 7 and 11).
Valve
Coil
Ground Switch 2 (Note) Switch 1
65700053 (was 65020126): For use with
negative ground ignitions up to 240 VDC. +
65700054 (was 65020127): For use with
positive ground ignitions up to 450 VDC.
IN4007
65700055 (was 65020155): For use with ALT ALT
GND SW
10 9 8 7 6 5 4 3 2 1 negative ground ignitions up to 450 VDC. 1 2
Negative ground
Magnetic Switch Adapter shown
NOTE: Wiring shown in normal mode of operation (seat open). The 18 AWG (1.0 mm2)
wire is red color for both options: 12 VDC and 24 VDC.

TYPICAL WIRING for M5081-C (CD IGNITION MODELS)
M5081-C
CD Ignition Models Magnetic
Switch
GND ALT1 ALT2 SW Adapter
Terminal Block
10 9 8 7 6 5 4 3 2 1
CD ignition Additional
CD ignition
Ground Jumpers
100 ohm, 2 watt

Start-run Resistor (Notes 3 and 4)
timer
MS2100 MS2100
6 1 2 3 4 5 6 1 2 3 4 5
To additional
TATTLETALE®
NOTE 1: To CLOSE FUEL VALVE–NOT GROUNDING THE IGNITION (Single CD Ignition Systems) Remove the factory-installed jumper on terminals 6-5.
Do NOT ground terminal 6.
NOTE 2: To CLOSE FUEL VALVE–NOT GROUNDING THE IGNITIONS (Dual CD Ignition Systems) Remove the jumper on terminals 6-5.
Connect second ignition to Magnetic Switch Adapter terminal ALT2.
NOTE 3: To CLOSE FUEL VALVE and GROUND THE IGNITION (Single CD Ignition Systems) Remove the jumper on terminals 6-5.
Connect a 100 ohm, 2 watt resistor between valve terminals 1-2. Ground terminal 6.
NOTE 4: To CLOSE FUEL VALVE and GROUND THE IGNITION (Dual CD Ignition Systems) Remove the jumper on terminals 6-5. Connect a 100 ohm,
2 watt resistor between valve terminals 1-2. Ground terminal 6. Connect second ignition to Magnetic Switch Adapter terminal ALT2.
TYPICAL WIRING for M5081-B (BATTERY IGNITION MODELS)
M5081-B
Battery Models + --
DC Power
Terminal Block source
10 9 8 7 6 5 4 3 2 1
Ground
Jumpers
* *forIN4005 Diode
flyback protection
MS2110 MS2110
Start-run
timer
6 1 2 3 4 5 6 1 2 3 4 5
To additional
TATTLETALE®
TYPICAL WIRING for M5081-A (MAGNETO IGNITION MODELS)
M5081-A
Magneto Ignition Models
Terminal Block
10 9 8 7 6 5 4 3 2 1
Magneto
Ground
65010065 Additional
Diode Package
(See Notes 2/4) Jumpers Magneto
MS2120 MS2120
Start-run
timer
6 1 2 3 4 5 6 1 2 3 4 5
To additional
TATTLETALE®
NOTE 1: To CLOSE FUEL VALVE–NOT GROUNDING THE IGNITION (Single Magneto Systems) Remove the factory-installed jumper on terminals 6-5.
Do NOT ground terminal 5.
NOTE 2: To CLOSE FUEL VALVE–NOT GROUNDING THE IGNITIONS (Dual Magneto Systems) Remove the factory-installed jumpers on terminals 6-5 and 9-8.
Add 65010065 diode package as shown. Do NOT ground terminals.
NOTE 3: To CLOSE FUEL VALVE and GROUND THE IGNITION (Single Magneto Systems) The factory-installed jumpers (6-5 and 9-8) must be in place.
Add ground wire to terminal 5.
NOTE 4: To CLOSE FUEL VALVE and GROUND THE IGNITION (Dual Magneto Systems) Remove the jumper on terminals 9-8.
Add 65010065 diode package as shown. Add ground wire to terminal 5.
TYPICAL WIRING for M5081FS (NORMALLY ENERGIZED MODELS)
M5081FS
12 or 24 VDC Models
Terminal Block
10 9 8 7 6 5 4 3 2 1
+ --
Ground Ground * DC Power
source
MS2110 MS2110
6 1 2 3 4 5 6 1 2 3 4 5
* forIN4005 Diode
flyback protection
* *
Start-run timer

TYPICAL WIRING to SOLID-STATE TATTLETALE® Annunciators
WARNING: PERFORM THE WIRING OPERATION WITH THE POWER SOURCE “OFF” AND THE AREA MADE NON-HAZARDOUS.
MAKE SURE THE VOLTAGE AND CURRENT REQUIREMENTS ARE WITHIN THE FUEL SHUT-OFF VALVE RATINGS. HARD
CONDUIT WITH APPROVED SEALS IS REQUIRED BY THE NEC FOR HAZARDOUS AREA INSTALLATIONS.
M2582-C to LCDT-PS-CD (R)-P (positive ground) M5081-C to LCDT-PS-CD (R)-P (positive ground)
LCDT-PS-CD (R)-P LCDT-PS-CD (R)-P

M5081 Terminal block Terminal block
M2582 Fuel Valve + –
IGN 1 + –
White 10 9 8 7 6 5 4 3 2 1 IGN 1
GND
GND
Black FV(+)
FV Relay
FV(-)
Contacts
Red jumper jumper FV(-) *
NO
C
Relay NO
Contacts C
NC
NC
Ground
* FV(-) FET output rated: 0.5 A @ 250 VDC max.
Relay contacts rated: 3 A, 30 VDC, 4 A, 125/250 VAC
M2582-C to LCDT-PS-CD-N (negative ground) M5081-C to LCDT-PS-CD-N (negative ground)
LCDT-PS-CD-N LCDT-PS-CD-N
+ M5081 Terminal block Terminal block
–
M2582 Fuel Valve
IGN 1 – +
White 10 9 8 7 6 5 4 3 2 1 IGN 1
FV(+)
FV(+)
Black FV(-) * Relay
FV(-) *
GND
jumper jumper GND
Contacts
Red
NO
C
Relay NO
Contacts C
NC
NC
Ground * FV(-) FET output rated: 0.5 A @ 250 VDC max.

* Relay contacts rated: 3 A, 30 VDC, 4 A, 125/250 VAC
M2582-C to MARK IV-N (negative ground) M5081-C to MARK IV-N (negative ground)
M2582 Fuel Valve M5081 Terminal block

+ –
White
10 9 8 7 6 5 4 3 2 1
Black
Red jumper jumper

IGN 1
F/V+
GRD
F/V-
IGN 1
F/V+
GRD
F/V-
Ground MARK IV-N *

terminal block
MARK IV-N * MARK IV has FET outputs rated: 0.5 A @ 250 VDC max.
terminal block

TYPICAL WIRING to SOLID-STATE TATTLETALE® Annunciators
WARNING: PERFORM THE WIRING OPERATION WITH THE POWER SOURCE “OFF” AND THE AREA MADE NON-
HAZARDOUS. MAKE SURE THE VOLTAGE AND CURRENT REQUIREMENTS ARE WITHIN THE FUEL SHUT-OFF VALVE RATINGS.
HARD CONDUIT WITH APPROVED SEALS IS REQUIRED BY THE NEC FOR HAZARDOUS AREA INSTALLATIONS.
M5081FS to MARK IV-12/24 M5081-B to MARK IV-12/24
M5081-B
M5081FS Terminal Block K1 and K2:
MARK IV-12/24 1 External
terminal block 10 9 8 7 6 5 4 3 2 1 – –
10 9 8 7 6 5 4 3 2 1 Relay(s)
K1 *
+
K2 *
+
12/24V *
SD jumper jumper
* K2 K1
F/V
GRD
F/V
S/D
GRD
12/24V
-- +
DC Power
source -- +
DC Power
* forIN4005 Diode
flyback protection * for flyback protection
IN4005 Diode source
MARK IV-12/24 1
1 MARK IV has FET outputs rated: 0.5 A @ 250 VDC max. terminal block
1 MARK IV has FET outputs rated: 0.5 A @ 250 VDC max.
Remove shunt jumper E2 for ignition ground time delay.
M5081FS to MARK III-12/24 M5081-C to MARK III-N

†† Alarm Relay
*– + Power –
M5081FS Terminal Block K1 Supply
1 + -- M5081 Terminal block
MARK III-12/24 12/24 VDC
10 9 8 7 6 5 4 3 2 1 terminal block Power source
10 9 8 7 6 5 4 3 2 1
Ignition
12/24 IGN 90-250 Vdc
* S/D +FV
jumper jumper
-FV
FV
ALM
ALM
GRD
GRD
* IN4005 Diode for flyback protection 2
Auxiliary Relay * IN4005 Diode for flyback protection † MARK III-N
1 MARK III has FET outputs rated:
0.5 A @ 250 V max.
*– + 2
† MARK III has FET outputs rated: terminal block
K1 0.5 A @ 250 V max.
2 Auxiliary Relays must be
*–
Auxiliary or
Shutdown Relay †† Alarm Relay must be
hermetically-sealed, third party + hermetically-sealed, third party
certified for use in Class I, K2 certified for use in Class I,
Division 2, Gps. C & D areas. Division 2, Gps. C & D areas.
M5081-C to TTDJ-IGN-(T) M2582-C to TTDJ-IGN-(T)
M5081 Terminal block

M2582 Fuel Valve
10 9 8 7 6 5 4 3 2 1 – +
IGN White
NA IGN
GRD NA
Black
FV+ GRD
jumper jumper FV- FV+
ALR FV-
NA
NA
Red ALR
NA
NA

TYPICAL WIRING to SOLID-STATE TATTLETALE® Annunciators continued
WARNING: PERFORM THE WIRING OPERATION WITH THE POWER SOURCE “OFF” AND THE AREA MADE NON-
HAZARDOUS. MAKE SURE THE VOLTAGE AND CURRENT REQUIREMENTS ARE WITHIN THE FUEL SHUT-OFF VALVE RATINGS.
HARD CONDUIT WITH APPROVED SEALS IS REQUIRED BY THE NEC FOR HAZARDOUS AREA INSTALLATIONS.
(A) M5081-B to TTDJ-DC-(T) (B) M2582-B to TTDJ-DC-(T)

To 12 or 24 VDC
M5081 Terminal block To 12 or 24 VDC power supply
power supply
M2582 Fuel Valve
10 9 8 7 6 5 4 3 2 1 SD
White
10-32VDC
GRD
SD Black K2 K1 NA
10-32VDC 1
jumper jumper * GRD
FV
ALR
K2 K1 NA
1
Red MPU
FV
GRD
ALR
MPU
GRD
1 K1 and K2 are hermetically Sealed

auxiliary relays, third party certified for 1 K1 and K2 are hermetically Sealed
use in Class I, Div. 2, Gps. C & D areas.
auxiliary relays, third party certified for
* 1N4005 diode for flyback protection. use in Class I, Div. 2, Gps. C & D areas.
TTDJ-DC-(T) to Relays
Connections Shown for Use with M5081FS to TTDJ-DC-(T)
Diagrams (A), (B), (C), and (D) on this page.
To 12 or 24 VDC
M5081FS Terminal Block power supply
1
IGNITION RELAY + –
K1
10 9 8 7 6 5 4 3 2 1 SD
10-32VDC
*
12-24 VDC GRD
NA
Power supply 1
SD FV
+ – * ALR
K2 10-32VDC
MPU
GRD GRD
* NA
FV
ALR
MPU
1 K1 and K2 are hermetically Sealed GRD
auxiliary relays, third party certified for
use in Class I, Div. 2, Gps. C & D areas. * 1N4005 diode for flyback protection.
* 1N4005 diode for flyback protection.
(C) M2582-C w/Magnetic (D) M5081-C w/Magnetic

Switch Adaptor to CD Ignition Switch Adaptor to CD Ignition
Magnetic Magnetic
Switch Switch
Adapter Adapter
GND ALT1 ALT2 SW GND ALT1 ALT2 SW
M5081 Terminal block
M2582 Fuel Valve +

10 9 8 7 6 5 4 3 2 1
White K2 – +
Black 1 –
jumper jumper K2
Red 1
1 K2 is hermetically sealed auxiliary relay, third party 1 K2 is hermetically sealed auxiliary relay, third party
certified for use in Class I, Div. 2, Gps. C & D areas. certified for use in Class I, Div. 2, Gps. C & D areas.

SPECIFICATIONS
Valve Body: Sandcast aluminum, painted red (corrosion resistance); Coil Rating: Intermittent duty; coil type must match power source;
Optional cast steel available for M5081 and M5081FS models only. • CD ignition coil resistance: 72 Ω
Valve Seat: Buna-N CD ignition primary voltage: 1.38 to 3.8 A
• M5081FS: Energized to Run (continuous-duty coil) coil resistance:
Maximum Valve Inlet Pressure: 12 V model: 33 Ω;
• M2582/M2582-P: 80 psi (552 kPa) [5.52 bar] 24 V model: 136 Ω
• M5081/M5081FS/ M5180-P: 100 psi (689 kPa) [6.89] • Magneto ignition coil resistance: 0.5 Ω
Maximum Control Pressure (Pneumatic Models): Magneto primary voltage: 1 to 5 A
• M2582-P: 75 psi (517 kPa) [5.17 bar] • Battery coil resistance : 7 Ω
• M5180-P: 80 psi (552 kPa) [5.52 bar] 12 or 24 VDC: 1.2 to 2.4 A
Snap-switch: M2582: One SPDT, 5 A @ 480 VAC Laboratory Approval: CSA listed for Class I, Groups C and D
M5081, and M5081FS: Two SPDT, 5 A @ 480 VAC Hazardous Locations. 5 amps maximum; intermittent duty; models
Wiring: M2582: Wire leads; M5081, and M5081FS: Terminal blocks M5081 and M5081-CD engine ignition powered, and model M5081-B, 12
NOTE: All aluminum versions of the M5081 Series Fuel Valve carry or 24 VAC or VDC; switch contacts rated 5 A @ 480 VAC maximum.
Canadian Registartion Number OC1476.2. Maximum pressure 100 psi (689 kPa) [6.89 bar].
SERVICE PARTS M2582 M5081 M5081FS M2582-P M5180-P

Coil Assembly
Battery 55000128 55000126 ------------ ------------ ------------
CD Ignition 55000129 55000127 ------------ ------------ ------------
Magneto Ignition 55000094 55000080 ------------ ------------ ------------
M5081FS Coil Assembly
12 VDC ------------ ------------ 55000158 ------------ ------------
24 VDC ------------ ------------ 55000159 ------------ ------------
Latch Block Assembly
Latch block assembly 55000095 55000074 ------------ ------------ ------------
Latch block switch and coil assembly ------------ ------------ ------------ ------------ ------------
Latch block switch and mounting bracket assembly ------------ 55000118 55000196 ------------ ------------
Handle and Latch Kit
Handle and latch kit ------------ 55000102 55000102 5500148 55000154
Handle kit 55000096 ------------ ------------ ------------ ------------
Manual DIsconnect Assembly 55000097 55000137 --------------- --------------- ---------------
Snap Switch Assembly 55000098 55000072 55000160 --------------- ---------------
Close/Open Indicator Assembly ------------ 55000138 55000138 --------------- ---------------
Stem and Seat Kit 55000093 55000075 55000135 55000147 55000135
Top Works Complete Valve Less Body and Vent 55000146 55000131 55000161 55000150 55000155
Vent Bushing Assembly 55000143 55000132 55000132 55000143 55000132
Diaphragm Assembly ------------ ------------ ------------ 55000184 55000153
Pilot Diaphragm ------------ ------------ ------------ 00007908 55050420

Diode Package for Dual Magneto Ignitions ------------ 65010065 ------------ ------------ ------------
Magnetic Switch Adapter for CD Ignitions
Single/Dual ign. – negative ground up to 240 VDC 65700053 65700053 ------------ ------------ ------------
Single/Dual ign. – positive ground up to 450 VDC 65700054 65700054 ------------ ------------ ------------
Single/Dual ign. – negative ground up to 450 VDC 65700055 65700055 ------------ ------------ ------------
Warranty
A two year limited warranty on materials and workmanship is provided with this Murphy product.
Details are available on request and are packed with each unit.
CONTROL SYSTEMS & SERVICES DIVISION FRANK W. MURPHY, LTD. MACQUARRIE CORPORATION
P.O. Box 1819; Rosenberg, Texas 77471; USA Church Rd.; Laverstock, Salisbury SP1 1QZ; U.K. 1620 Hume Highway
(281) 342-0297 fax (281) 341-6006 +44 1722 410055 fax +44 1722 410088 Campbellfield, Vic 3061; Australia
FWMurphy e-mail sales@fwmurphy.com e-mail sales@fwmurphy.co.uk +61 3 9358-5555 fax +61 3 9358-5558
P.O. Box 470248 MURPHY DE MEXICO, S.A. DE C.V. www.fwmurphy.co.uk e-mail murphy@macquarrie.com.au
Tulsa, Oklahoma 74147 USA Blvd. Antonio Rocha Cordero 300, Fracción del Aguaje
MURPHY SWITCH OF CALIFORNIA
(918) 317-4100 San Luis Potosí, S.L.P.; México 78384 41343 12th Street West
fax (918) 317-4266 +52-444-8206264 fax +52-444-8206336 Palmdale, California 93551-1442; USA
D
RE
Villahermosa Office +52-993-3162117 (661) 272-4700 fax (661) 947-7570 GI

E
e-mail sales@fwmurphy.com STER
www.fwmurphy.com e-mail ventas@murphymex.com.mx e-mail sales@murphyswitch.com

www.murphymex.com.mx www.murphyswitch.com
In order to consistently bring you the highest quality, full featured products, we reserve the right to change our specifications and designs at any time.
Printed in U.S.A. 0966106
W-K-M®
DynaSeal®
210A / 210L
Ball Valve
Table of Contents
Scope ........................................ 1
Storage ..................................... 2
Installation ............................... 2
Operation ................................. 3
11
Item Description
1 Body 10
3 Seat O-Ring2 9
4 Seat Ring
5 Ball 8
7 Tailpiece
8 Stem 14
9 Stem Seal
10 Stem O-Rings 24
16
2
15
11 Handle3
13 Retainer Ring
14 Locking Plate
15 Stop Pin
1
00
20
2
P
3
Optional
1 2 3 4 5 4 3 6 7
210A Ball Valve
Scope

Nametag Information
1 2
Item Description
CWP:
2 Work order number
DESC:
3 4 5 6
6 Revision level
Storage

seal material.
the factory.

Operation

low temperatures.
amount)

Hard to operate
disassembly)
ball. disassembly)
ball.

disassembly)
body and tailpiece
and disassembly)

Headquarters

Missouri City, TX
77489-1300
Phone: 281-499-8511
800-323-9160
Fax: 281-499-6965
USA

Oklahoma City, OK
73147
Phone: 405-631-1321
Fax: 405-629-0420
Scotland

Houstoun Road
Phone: 44-1506-444-000
Fax: 44-1224-783-355

Type 119
Fisher Controls Instruction Manual
Type 119 Control Valve
June 1990 Form 5204
Introduction
Scope of Manual
This instruction manual provides installation, spring adjust-
ment, maintenance, and parts information for the Type 119
control valve.
Description
The Type 119 control valve (figure 1) is used for on-off or
throttling control of noncorrosive or mildly corrosive liquids
and gases. It is designed to meet the low-pressure liquid
and gas application requirements in many varied industries.
As loading pressure is applied to the Type 119 control valve

diaphragm, the disk holder is pulled off the orifice. As load-
ing pressure is reduced, the opposing spring force moves
the disk holder toward the closed position, resulting in W3735-1
spring-close action should a loss of supply pressure occur.
Figure 1. Type 119 Control Valve
Specifications the service conditions do not exceed the lim-

its shown in table 1. The leak-off and spring
Table 1 lists specifications for the Type 119 control valve. case vents must be kept open. To avoid dan-
Some of the specifications for a given control valve as it ger of fire or explosion from venting of flam-
originally comes from the factory are stamped on a name- mable or otherwise hazardous fluid into a
plate (figure 2) located on the spring case flange. closed or poorly vented location, pipe the
vents to a well-ventilated location, away
from any buildings or windows so as not to
create a further hazard.
1. Before installing the valve, be sure the valve body and

Installation associated equipment are free of damage and foreign ma-
terial.
WARNING 2. The control valve can be installed in any position, but

the normal orientation is with the actuator portion vertical
D100261X012
above the body. If installing the control valve at an outside

To avoid personal injury or property damage location, point the spring case and bonnet vents in the
caused by controlled process fluid or burst- downward direction to protect them from moisture or foreign
ing of pressure-retaining parts, be certain materials.
eFisher Controls International, Inc. 1982, 1990; All Rights Reserved

R
Type 119
Table 1. Specifications
Maximum Inlet Pressure(1) Material Temperature Capabilities(1)

150 psig (10.3 bar) With Nitrile Elastomers: -20 to 170_F (-29 to 77_C)
With Fluoroelastomers: 0 to 250_F (-18 to 121_C)
Note: Not for use with hot water or ammonia.
Spring Ranges
See table 2 Flow Direction
Up through the seat ring
Maximum Control Pressure to Diaphragm
Spring Case Vent and Bonnet Leak-Off Connection
150 psig (10.3 bar)
1/4-inch NPT female
Maximum Pressure Drop(1) Approximate Weight

150 psi (10.3 bar) for all port diameters 6 lb (2.7 kg)
1. The pressure and temperature limitations in this manual, and any applicable code
limitation, should not be exceeded.
Table 2. Spring Selection

SPRING RANGE SPRING
SPRING PART
COLOR
Psig Bar NUMBER
CODE
3-15 0.2-1.0 1D8923 27022 Red
5-20 0.3-1.4 1D7515 27022 Cadmium
5-35 0.3-2.4 1D6659 27022 Blue
30-60 2.1-4.1 1D7455 27142 Green
1E5427-F
Material Orifice
Code Seat Disk Material
AI/N
SST/N
Aluminum/Nitrile
Stainless steel/Nitrile
Spring Adjustment
SST/V Stainless steel/Fluoroelastomer
The control valve spring has been selected to meet the
pressure condition requirements of the application as spe-
cified on the order. This pressure condition is stamped on
Figure 2. Type 119 Nameplate the actuator nameplate.
The spring has a fixed pressure span over which loading

pressure will stroke the valve. Adjustment of the spring
compression shifts the span so that more or less loading
3. Install the valve using accepted piping practices. Make pressure is required to start travel. Since the span does not
sure that the valve is oriented so that flow through the body change, there will be a corresponding increase or decrease
will match the flow direction arrow on the body. in the pressure requirements at the end of the valve stroke.
4. If continuous operation is required during maintenance

and inspection, install a three-valve bypass around the con- If the control valve has been disassembled or pressure
trol valve. conditions have changed, the spring may need adjustment
to make the valve travel coincide with the diaphragm pres-
5. Connect the control pressure line to the 1/4-inch NPT sure range. Make the adjustment in the following manner.
connection in the valve body bonnet marked PILOT. Key numbers refer to figure 3.
2
Type 119
1. Loosen the locknut (key 13) on the spring case. 7/8-inch socket wrench, and replace it with a new seat ring
of the proper size.
2. Turn the adjusting screw (key 12) clockwise to
compress the spring (key 16) or counterclockwise to 4. Remove the bonnet O-ring (key 11), and inspect it for
decrease spring compression. Increased spring compres- wear and damage.
sion results in increased loading pressure necessary to
start travel. Decreased spring compression results in less 5. Unscrew and remove the spring case cap screws (key
loading pressure required to start travel. 14). Remove the spring case, upper spring seat, and spring
(keys 2, 17 and 16). Do not lose the nameplate (key 20)
when removing the spring case.
3. After adjustment, tighten the locknut. Note that the
spring can be identified by the color code. Depending on 6. Pull the hair pin clip (key 6) from the stem and remove
how much conditions are changed, it may be necessary to the disk holder assembly (key 4).
install a new spring, using appropriate steps in the Mainte-
nance section. After changing the spring, adjust the valve 7. Pull the diaphragm/stem assembly (key 5) out of the
using the above steps in this section, and indicate the new bonnet (key 9), and inspect for damage or deterioration. If
spring range on the nameplate. necessary, replace the entire diaphragm assembly.
8. Without removing the O-rings and bushing spacers

(keys 8 and 7) inspect their inside diameter surfaces for
damage or deterioration.
Maintenance
Note
Valve parts are subject to normal wear and must be
inspected and replaced as necessary. Inspection and The following step should be performed
maintenance depends on the severity of the service only when there is an indication of O-ring or
conditions. bushing spacer failure.
9. Remove the internal retaining rings, stem wipers, O-

rings, and bushing spacers (keys 10, 19, 8 and 7). Inspect
WARNING these parts for wear or deterioration, and replace if neces-
sary.
To avoid personal injury or property damage
caused by sudden release of pressure or
uncontrolled process fluid, isolate the Assembly
control valve from the pressure system, and This procedure assumes that the control valve has been
release all pressure from the valve body and completely disassembled. If the control valve has been only
actuator before performing maintenance partially disassembled, start these instructions at the ap-
operations. propriate step.
The following describes the procedure for complete 1. If the orifice (key 3) was removed during disassembly,
disassembly and assembly of the actuator-valve body lubricate the threads with Never-Seez(1) lubricant (key 21)
combination. When inspection or repairs are required, or equivalent, and screw it into the valve body using a thin-
disassemble only those parts necessary to accomplish the wall 7/8-inch socket wrench.
job. Key numbers refer to figure 3.
2. Lubricate the bushing spacers, O-rings, stem wipers,
and internal retaining rings (keys 7, 8, 19 and 10) with Dow
Corning(2) No. 111 silicon-base lubricant (key 22) or equiva-
Disassembly lent, and install as shown in figure 3.
1. Isolate the control valve from all pressure, and release
3. Carefully slide the diaphragm assembly (key 5) into and
pressure from the valve body and actuator. Loosen the lock-
through the O-rings and bushing cavity. Turn the diaphragm
nut (key 13), and remove all spring compression from the
assembly to line up the diaphragm holes with the bonnet
control valve by turning the adjusting screw (key 12) out of
holes.
the spring case.
4. Slide the disk holder assembly (key 4) all the way into
2. Remove the two bonnet cap screws (key 15, not shown) the stem. Connect the disk holder assembly with the hair pin
that secure the bonnet to the body, and lift the spring case, clip (key 6).
bonnet, and trim assembly from the body.
5. Coat the bonnet O-ring (key 11) with Dow Corning No.
3. Examine the seating edge of the orifice (key 3). If it is 111 lubricant (key 22) or equivalent. Install the O-ring in the
nicked or rough, unscrew it from the body with a thinwall recessed notch in the bonnet (key 9).
1. Trademark of Never-Seez Corp.

2. Trademark of Tretolite Div. of Petrolite Corp. 3
R
Type 119
6. Mount the bonnet (key 9) on the valve body (key 1), in- Key Description Part Number
sert two cap screws (key 15, not shown), and tighten to 7 Part Kits
foot-pounds (9 newton-meters). Kits include keys 4, 5, 6, 8, 10, 11, and 19.
For 1/8 (3.2 mm), 3/16 (4.8 mm), 1/4
7. Put the spring (key 16) on the diaphragm assembly (key (6.4 mm), 5/16 (7.9 mm), & 3/8 (9.5
5), and place the upper spring seat (key 17) in the end of the mm) inch orifices w/aluminum
disk holder nitrile diaphragm, and
spring. nitrile disk & O-rings R119X 000A12
For 1/2 (12.7 mm) & 9/16 (14.3 mm) inch
8. Lubricate the point and threads of the adjusting screw orifices w/aluminum disk
(key 12) with Never Seez lubricant (key 21) or equivalent. holder, nitrile diaphragm and nitrile
disk & O-rings R119X 000A22
For 1/8 (3.2 mm), 3/16 (4.8 mm), 1/4
9. Position the spring case (key 2) and nameplate (key 20)
(6.4 mm), 5/16 (7.9 mm), & 3/8 (9.5
on the diaphragm assembly (key 5). Insert the cap screws mm) inch orifices w/stainless
(key 14). steel disk holder, nitrile diaphragm
and nitrile disk & O-rings R119X 00SN12
10. Tighten all cap screws until finger tight. Then, following For 1/2 (12.7 mm) & 9/16 (14.3 mm) inch
a crisscross pattern, tighten each cap screw. orifices w/stainless steel disk
holder, nitrile diaphragm and nitrile
disk & O-rings R119X 00SN22
11. Connect the control piping to the control connection in For 1/8 (3.2 mm), 3/16 (4.8 mm), 1/4
the bonnet. (6.4 mm), 5/16 (7.9 mm), & 3/8 (9.5
mm) inch orifices w/stainless
12. Adjust the spring by following the procedures in the steel disk holder and fluoroelastomer
Spring Adjustment section, and remark the nameplate if diaphragm, disk, & O-rings and
stainless steel disk holder R119X 00SV12
necessary.
For 1/2 (12.7 mm) & 9/16 (14.3 mm) inch
orifices w/stainless steel disk
holder and fluoroelastomer diaphragm,
disk & O-rings R119X 00SV22
NACE Construction
Parts Ordering For 1/8 (3.2 mm), 3/16 (4.8 mm), 1/4 (6.4 mm),
5/16 (7.9 mm), and 3/8 (9.5 mm) inch orifices
When contacting your Fisher sales office or sales represen- w/aluminum disk holder, fluoroelastomer
tative for technical assistance or ordering replacement diaphragm, disk and O-rings R119X N0SV32
parts, include the type number and all other pertinent in- For 1/2 (12.7 mm) and 9/16 (14.3 mm) inch
formation stamped on the nameplate attached to the spring orifices w/aluminum disk holder,
case. fluoroelastomer diaphragm,
disk and O-rings R119X N0SV42
When ordering replacement parts, also be sure to include 1 Valve Body

the 11-character part number for each part required from the Cast iron
following parts list. 3/4-inch 1E9871 19012
1-inch 1E9873 19012
1-1/4-inch 1E9875 19012
Steel
3/4-inch 1E9871 X0012
1-inch 1E9873 X0012
Parts List 2 Spring Case
Aluminum 2P9015 08012
Key Description Part Number 3* Orifice
Aluminum
1/8-inch (3.2 mm) diameter 1A9367 09012
Note 3/16-inch (4.8 mm) diameter 009912 09012
1/4-inch (6.4 mm) diameter 0B0420 09012
In this parts list, parts marked NACE are intended for cor- 5/16-inch (7.9 mm) diameter 0B0421 09012
rosion-resistant service as detailed in the National 3/8-inch (9.5 mm) diameter 0B0422 09012
Association of Corrosion Engineers (NACE) standard
9/16-inch (14.3 mm) diameter 1E9852 09022
MR-01-75. Stainless steel
3/16-inch (4.8 mm) diameter 009912 35032
9/16-inch (14.3 mm) diameter 1C4252 35032
*Recommended spare parts

4
Type 119
Key Description Part Number Key Description Part Number
4* Disk Holder Assembly(1) 8* O-Ring(1) (2 req’d)

Aluminum/nitrile Nitrile 18A7019 X012
1/2 and 9/16-inch 1C4248 000B2 Fluoroelastomer (high-temperature,
Stainless steel/nitrile corrosion) 18A7019 X022
1/8 (3.2 mm), 3/16 (4.8 mm), 1/4 (6.4 mm), Nace MR-01-75, fluoroelastomer 18A7019 X022
5/16 (7.9 mm) & 3/8 (9.5 mm) inch 9 Bonnet, aluminum 48A7025 X012
orifices 1A8328 000A2 10 Internal Retaining Ring(1) (2 req’d)
1/2 (12.7 mm) & 9/16 (14.3 mm) inch Nitrile & fluoroelastomer 18A7020 X022
orifices 1C4248 000A2 Nace MR-01-75, fluoroelastomer 18A7020 X032
Stainless steel/fluoroelastomer
1/8 (3.2 mm), 3/16 (4.8 mm), 1/4 (6.4 mm) 11* Bonnet O-Ring(1)
5/16 (7.9 mm) & 3/8 (9.5 mm) inch Nitrile 1K5949 06562
orifices 1A8328 000M2 Fluoroelastomer (high-temperature,
1/2 (12.7 mm) & 9/16 (14.3 mm) inch corrosion) & Nace MR-01-75 13A5559 X012
orifices 1C4248 X0052 12 Adjusting Screw, zinc plated steel 1D9954 48702
Nace MR-01-75, aluminum/fluoroelastomer 13 Locknut, zinc plated steel 1A3537 24122
1/8 (3.2 mm), 3/16 (4.8 mm), 1/4 (6.4 mm) 14 Cap Screw, zinc plated steel (8 req’d) 1A3917 24052
5/16 (7.9 mm) & 3/8 (9.5 mm) inch
orifices 1A8328 X0122 15 Cap Screw, zinc plated steel (2 req’d)
1/2 (12.7 mm) & 9/16 (14.3 mm) inch (not shown) 1B7877 24052
orifices 1C4248 X0182 16 Actuator Spring, zinc plated steel See table 2
5* Diaphragm/Stem Assembly(1) 17 Upper Spring Seat, zinc plated steel 1D6671 25072
Aluminum/nitrile 17A8080 X032 18 Type Y602-12 Vent (not shown) 27A5516 X012
Stainless steel/nitrile 17A8080 X022 19 Stem Wiper(1), TFE (2 req’d) 18A7024 X012
Stainless steel/fluoroelastomer 17A8080 X012 20 Nameplate, aluminum 1E5427 11992
Nace MR-01-75, Aluminum/fluoroelastomer 19A0348 X022
6 Hair Pin Clip(1) 21 Never-Seez Lubricant, 1 gal (3.81 L) can
All except NACE 19A0347 X012 (not furnished with valve) 1M5239 06992
NACE MR-01-75 19A0347 X022 22 Dow Corning 111 Lubricant, 10 lb (4.53 kg) can
7 Bushing Spacer, Delrin 500(2) (2 req’d) 18A7021 X012 (not furnished with valve) 1M5283 06992
23 Vent Screen, stainless steel (not shown) 0L0783 43062
24 Nace Tag 19A6034 X012
25 Tag Wire 1U7581 X0022
*Recommended spare part.

1. Included in repair kit.
2. Trademark of DuPont Co.
5
R
Type 119
V APPLY LUB/SEALANT
37A8078-C
Figure 3.Type 119 Control Valve
While this information is presented in good faith and believed to be accurate, or any other matter with respect to the products, nor as a recommendation to
Fisher Controls does not guarantee satisfactory results from reliance upon such use any product or process in conflict with any patent. Fisher Controls reserves
information. Nothing contained herein is to be construed as a warranty or guar- the right, without notice, to alter or improve the designs or specifications of the
antee, express or implied, regarding the performance, merchantability, fitness products described herein.
For information, contact Fisher Controls:

R
Fisher Controls Marshalltown, Iowa 50158 USA Sao Paulo 05424 Brazil
Cernay 68700 France Singapore 2158
6
Printed in U.S.A.
Publication T1-702, Rev. 1
Dated: January 22, 2001
INSTALLATION AND OPERATING

MANUAL
MODELS: T100-B, T100-D, T100-F, T100-P
TURBOTWIN Engine Air Starters
AN 95-414 From Tech Development Inc

6800 Poe Ave. ·Dayton OH 45414
Tel: (937) 898-9600 ·Fax: (937) 898-8431
TDI TURBOTWIN
FROM TECH DEVELOPMENT INC
TABLE OF CONTENTS
SECTION SUBJECT PAGE

1.0 GENERAL INFORMATION 2
1.1 DESCRIPTION 2
1.2 PRODUCT IDENTIFICATION 2
1.3 PERFORMANCE 3
2.0 ORIENTATION OF THE STARTER 3

2.1 GENERAL 3
3.0 INSTALLING THE STARTER 3

3.1 SUPPLY LINE INSTALLATION 3
3.2 NLET PRESSURE PORT 4
3.3 EXHAUST PIPING 4
3.4 NATURAL GAS INSTALLATION 4
3.5 PIPING SYSTEM 4
3.6 BACKLASH 5
4.0 STARTER OPERATION 5

4.1 BASIC OPERATION 6
4.2 AUTOMATED START PANEL 6
5.0 PREVENTIVE MAINTENANCE 6
6.0 TROUBLE SHOOTING GUIDE 7
7.0 TURBOTWIN WARRANTY 8
LIST OF FIGURES
1. TURBOTWIN PART NUMBER LISTING

2. MODEL T112B/T121B INSTALLATION DRAWING
3. MODEL T106F/T112F INSTALLATION DRAWING
4. MODEL T112D/T121D INSTALLATION DRAWING (STD MESH)
5. MODEL T112D/T121D INSTALLATION DRAWING
Publication T1-702, Rev 1

Issued January 22, 2001 1
TDI TURBOTWIN
1.0 GENERAL INFORMATION This aerodynamic speed control helps protect the
TURBOTWIN starter from damage caused by starter motor
This manual provides instructions for the installation and over speed.
operation of the TDI T100 TURBOTWIN Starters (Series:
B,D,F,P). If there are questions not answered in this The T100 TURBOTWINS employ a 7.5:1 or 9:1 ratio
manual, please contact your TDI TURBOTWIN distributor or planetary gearbox. This low gear ratio allows the turbine
dealer for assistance. motor to spin at low speeds for long bearing life. At a
typical 3000 rpm pinion speed, the turbine is cruising at a
The T100 TURBOTWIN models are turbine driven starters low 22500 rpm (7.5:1 ratio). Reliability and part commonality
with an inertially engaged starter drive. Depending on the are designed into all TURBOTWINS.
starter model and engine installation, the TURBOTWIN
starters have applications ranging from 1200 CID (20 Liters) A simple and reliable inertia drive delivers the torque to the
on diesel engines and up to 15000 CID (250 Liters) on gas pinion. The pinion is thrown out to engage the engine's ring
engines. The TURBOTWIN models are suited to operate gear by the turbine motor's acceleration. Lighter weight
within a wide range of inlet pressures and ambient rotating parts used in the TURBOTWIN provide low inertia
temperatures. The engine size and parasitic loading will and even "softer" engagement. In the event of over-
determine the exact minimum pressure that will assure pressure, the friction clutch used in every TURBOTWIN
reliable starting. protects ring gear teeth from static torque overloads. In
addition, an inertia engaged starter eliminates the need for
The T100 TURBOTWIN starters are designed for operation complex pre-engagement control plumbing...and is easier to
with compressed air or natural gas; materials used are install and maintain than pre-engaged type starters.
compatible with “sour” natural gas and marine environments.
Small amounts of foreign matter or liquid in the air stream Compressed air or natural gas is used to power T100
will not adversely affect TURBOTWIN starters. As with all TURBOTWIN air starters through the inlet port. The air or
other TDI starters, no lubrication is required in the air supply. gas is expanded through the first nozzle or stators. The high
velocity gas impinges on the first stage rotor to yield torque
Please review the rest of this manual before installing the to the gearbox. The gas is further expanded through the
T100 TURBOTWIN series air starter. second stage stators, which impart additional torque to the
second stage rotor.
WARNINGS, CAUTIONS AND NOTES
1.2 PRODUCT IDENTIFICATION
Certain types of information are highlighted in this manual
for your attention: The starter nameplate which is attached to the turbine
housing contains the following information: model number,
WARNING - used where injury to personnel or serial number, part number, direction of rotation and the
damage to the equipment is likely. maximum rated operating pressure.
CAUTION - used where there is the possibility of The directions of rotation are either right hand or left hand
damage to the equipment. rotation as shown in Figure 1. Right Hand rotation is defined
as clockwise rotation as viewed from the pinion end of the
NOTE - used to point out special interest starter, and Left Hand rotation is counter clockwise rotation
information. viewed from the pinion end of the starter.
NOTE The maximum operating pressure is also stamped on the

Throughout this manual, the term “air” is used to designate nameplate. This pressure is measured at the check port on
the starter drive medium. Unless other wise stated, air “ the starter inlet with the starter in operation.
means either compressed air or natural gas.
CAUTION
1.1 DESCRIPTION Exceeding the maximum pressure shown on the nameplate
may result in drive failure, damage to the starter, or damage
All models feature three basic subassemblies: a unique two to the engine.
stage turbine motor section, a planetary gearbox section and
an inertia drive assembly. The housing proof pressure is 600 psig and is also shown
The two stage motor section features greater stall torque on the nameplate. This means the turbine housing will not
than a single stage turbine plus aerodynamic speed control. burst when subjected to a static pressure of 600 psig.
Page 2 Publication T1-702, Rev 1

Issued January 22, 2001
TDI TURBOTWIN
WARNING
If a fuel (pulse) lubricator has previously been installed in the
system, disconnect and plug the line to eliminate spraying
diesel fuel on the engine.
The starter should be installed with the inlet in a position

between horizontal and straight down. Any condensation will
be restricted to the air lines and not in the starter.
WARNING
Do not operate this starter unless it is properly connected to
an engine.
3.1 SUPPLY LINE INSTALLATION
WARNING
Be sure to either bleed the pressurized air reservoir and/or
Figure 1. Direction of Rotation viewed from Pinion End. safety the system such as closing all valves prior to installing
starter supply line.
1.3 PERFORMANCE
The T100 TURBOTWIN series air starters come standard
Graphs of the performance curves feature pinion torque with a 2" NPT female pipe thread for the inlet connection
versus pinion speed (rpm) at constant drive air pressures port. The supply line consists of the line from the air source,
and shaft horsepower versus pinion speed at constant drive
a pressure regulator (when necessary), a manual or relay
air pressures. Pinion speed is shown on the horizontal axis.
valve, and the connection to the starter inlet. Hard piping
The pinion torque is shown along the left edge vertical axis.
may be used, but a section of flexible tubing should be
The shaft horsepower is shown along the right edge vertical
installed at the starter to prevent leaks due to engine
axis. Air consumption rates are given for the various drive
vibration.
pressure lines. These performance curves feature air as the
drive gas and have open exhaust (standard exhaust guard)
Care must be taken to ensure that all inlet supply line piping
which have no back pressure.
is no less than 1.5" and all components used are capable of
passing the required air flow.
2.0 ORIENTATION OF THE STARTER
NOTE
2.1 GENERAL Valves with a Cv of 40 or higher are recommended.
If the factory orientation of the starter’s pinion housing
If the supply line must be longer than 20 feet, the inlet supply
assembly in relation to the inlet port does not fit your engine
line piping should be increased to 2" in diameter to ensure
installation, these components can easily be re-oriented.
proper performance by your TURBOTWIN.
All TURBOTWINS have the capability to rotate the inlet port
Because turbine starters such as the T100 TURBOTWIN
relative to the drive opening for the optimum inlet port
series are sensitive to flow restrictions, care must be taken
location. The number of different positions is 6 to 12
to use uniform hose or tubing and fittings for connection of
depending on model.
the supply line. Tees, elbows and line length must be kept
to a minimum. TDI recommends that hose or flex couplings
3.0 INSTALLING THE STARTER are installed to eliminate possible leakage caused by strain
on the supply line.
A turbine air starter does not require lubrication in the supply
air. Therefore, if a vane type starter motor is being replaced, Normally, an air strainer is not required. However, in dirty
TDI recommends that all lubrication devices and lines environments use of a #40 mesh Y-strainer is
removed to minimize flow restrictions. recommended. The T100 TURBOTWIN series is highly
tolerant of dirt in the air line, however, starter life can be
increased with the use of an air strainer.

TDI TURBOTWIN
A pressure regulator is required when the air supply installed at the pressure check port and electrical lines
pressure is great enough to exceed the starter operating routed to a digital display at the operator's station.
pressure (at the inlet port) and/or the maximum torque.
This pressure port is invaluable in diagnosing air starter
A manual ball valve may be used to admit drive air/gas to and/or installation problems.
the starter. The manual valve should be located in a safe
position away from the engine. 3.3 EXHAUST PIPING
A preferred valve is pilot-operated, which can be The turbine exhaust may be plumbed away from the starter
pneumatically or electrically actuated. The valve should be area. All starters using natural gas must be piped according
located close to or even on the starter inlet for best to industry codes and local regulations.
performance. Pneumatic or electrical control lines may be
routed virtually anywhere for the customer's preferred The performance of a turbine starter will be decreased
operating station. This type of valve actuates from a fully because of back pressure when smaller than recommended
closed to a fully open position very rapidly. TDI offers a exhaust piping is installed. If back pressure hampers starter
variety of relay valves such as P/N RLVA-25683-001-2-01, performance, compensation can be made by increasing the
which is a 1-1/2" port, pneumatically actuated valve. supply pressure. Consult your TDI distributor for advice.
The supply line should be dry-fitted for proper alignment Exhaust piping should be routed downward to help prevent
/location prior to final assembly. All pipe threaded joints any accumulation of condensation in the starter motor.
should be sealed with Loctite Pipe Thread Sealant (TDI P/N
9-94085) or equivalent for leak tight joints prior to final If the overhung section of the starter is not otherwise
assembly. Be sure to tighten all joints to proper torque after supported, TDI recommends supporting the exhaust piping
final assembly. with a suitable bracket(s).
CAUTION Exhaust piping should be routed downward to help prevent

In cold weather climates, care should be taken while any accumulation of condensate in the starter motor.
designing your installation to prevent condensation from
developing in the starter system. In systems with a regulator 3.4 NATURAL GAS INSTALLATION
valve or relay valve, there is the possibility of freeze-ups.
The installation of the starter using natural gas is similar to
A tee connection with a quick disconnect can be added to the air installation except all fittings, piping, valves and
the inlet. This will allow an external air source to be used to regulators must be compatible with natural gas.
accomplish a “blow start” if the system freezes. Once the
engine has been started, the other system components may Proper control of natural gas is a major consideration when
be thawed. used in the starter system. All starters using natural gas
must pipe the exhaust according to industry codes and local
CAUTION regulations.
On new installations, it is strongly recommended to blow out
the supply line with air to remove possible dirt and welding There is a natural gas vent port in the turbine housing that is
slag prior to final connection to the TURBOTWIN starter. Be plugged for compressed air use. This vent is used to remove
sure to secure the free end of the supply line prior to blowing any natural gas that could leak past the primary turbine shaft
out the line. seal. Remove this 3/8"NPT plug and install a line to carry
gas away from the starter area.
3.2 INLET PRESSURE PORT
WARNING
A 1/4" NPT port is located on the air inlet. This port may be Do not connect the turbine housing vent line to the turbine
used to check the supply pressure at the starter when the exhaust line. Exhaust gas can pressurize the housing.
starter is operating. Remove the 1/4" NPT pipe plug and
save for later use. Install a 1/4" minimum size tubing to the 3.5 PIPING SYSTEM
port. Route the tubing away from the starter to a safe
location away from the engine. Install a pressure gauge on Only type approved metallic hose assemblies are approved
the tubing. This pressure monitoring line/gauge may be in permanently pressurized compressed air lines of starters.
permanently installed. Use Loctite Pipe Thread Sealant or Non-metallic hose assemblies are allowed only in case the
equivalent. Alternately, a pressure transducer may be piping system will be emptied after the starting procedure.

TDI TURBOTWIN
Pipe unions must be type approved by GL. Downstream of mounting bolts. Torque the three 5/8" screws to 100 lb-ft.
the pressure regulator a pressure relief valve is to be
provided. 4.0 STARTER OPERATION
3.6 BACKLASH Prior to operation, check that all connections are tight and
free from leaks. Check the 1/4" NPT pipe plug or a pressure
Backlash is the "free play" between the mesh of two gears. gauge/transducer that may be connected to the pressure
Figure 15 shows the backlash between two gears. port on the starter inlet.
Maintaining the proper gear backlash setting allows the
gears to mesh smoothly. Proper backlash and alignment WARNING
allows smooth engagement/disengagement of the pinion Do not operate the TDI TURBOTWIN starter with air pressure
gear and loads the tooth face surfaces evenly producing greater than the pressure rating on the nameplate. This
longer gear life. The correct backlash setting for 6/8 pressure is measured at the starter inlet while the starter is
diametral pitch gearing used on larger engines is as follows: running.
Minimum backlash .015 inch
The maximum operating pressure limit is the inlet pressure
Maximum backlash .025 inch
measured at the starter’s inlet pressure check port. In order
to check the starter, a 1/4"NPT pipe tap connection is
To check the backlash, the pinion will need to be rolled out
provided in the inlet housing to attach a pressure
onto the end of the drive prior to starter installation. This can
gauge/transducer). The maximum pressure assumes an
be accomplished by using a hex drive wrench to rotate the
open exhaust (standard turbine exhaust guard). The
turbine end of the starter while holding the pinion from
standard exhaust guard causes no back pressure.
rotating. The pinion will simply walk to the end of the shaft.
An access hole to reach the turbine screw is provided in the
The static non-flowing supply pressure will always be higher
turbine exhaust guard. The starter must then be installed on
than the operating (dynamic) pressure. The maximum
the engine. Checking backlash can be accomplished using
pressure limit (proof pressure) that the TDI TURBOTWIN
a dial indicator or a simple blade-type feeler gauge. Because
starter housings may be subjected to is 600 PSIG (42 BAR).
ring gears are not usually perfectly round, it is necessary to
System pressure that exceeds the maximum operating limit
must use a pressure reducing device to ensure that the
operating pressure limit to the TDI TURBOTWIN starter is
maintained.
System static pressure that exceeds the 600 PSIG (42 BAR)
limit must, in addition to pressure reducer devices
incorporate a pressure relief valve set below 600 PSIG (42
BAR) in the supply air line.
NOTE
For maximum life of the starter pinion and for the protection
of the engine ring gear, limit the operating pressure to that
necessary to start the engine at its most difficult starting
Figure 2. Checking Backlash conditions.
check backlash at several (six or more) points around the All appropriate local pressure codes and pressure limitations
circumference of the ring gear. Average the highs and lows on other system components must be adhered to and
to allow a setting that is in the range cited above. supersede the guidelines given in this manual.
Setting the correct backlash may involve "shimming" and/or Consult your TDI distributor if you have exhaust plumbing
moving the starter bracket(s). An adjustable starter bracket that creates back pressure and reduces starter
design will simplify this procedure. Always re-check the performance. You may be able to increase the supply
backlash after a ring gear replacement. pressure to restore the lost power.
Follow the engine manufacturer’s instructions for starting the
Liberally grease the starter’s drive teeth with chassis lube engine.
and then mount the TURBOTWIN starter on the engine.
Tighten all mounting hardware as appropriate. Make sure to
use Loctite Threadlocker #290 or equivalent on the starter 4.1 BASIC OPERATION
TDI TURBOTWIN
speed.
The basic operation of the starter is as follows:
The automated start panel should monitor engine speed to
Pressurized air or natural is admitted to the starter by determine air on and air off. Do not simply use time as a
opening of the manual or relay valve. The air expands control parameter. Avoiding excessive operation of the
through the turbine, which produces shaft rotation and starter after the engine is firing will maximize the starter life.
torque. The acceleration of the drive assembly causes the
pinion to advance and engage the ring gear of the engine. 5.0 PREVENTIVE MAINTENANCE
The starter motor torque causes the engine to accelerate. The TDI TURBOTWIN starters provide distinct advantages
This acceleration causes the pinion to be disengaged from of size and efficiency as compared to electric motor, vane-
the ring gear. The fuel and ignition systems now fire the type or other turbine-type starters. It is important to properly
engine. Closing the relay valve stops the starter. install the starter to receive full benefit of these advantages.
Repair technicians or service organizations without turbine
The operator may decrease starter life by the continual starter experience should not attempt to repair this machine
operation of the starter after the engine has started. Upon a until they receive factory approved training from TDI, or its
successful engine start, turn the air off to the starter representatives.
immediately. Minimizing the time the starter is operating
unloaded (i.e. the engine is running) will maximize starter Proper operation and repair of your TDI TURBOTWIN
life. If a start is aborted, a restart may be attempted after the starter will assure continued reliable and superior
engine and the starter has come to rest. performance for many years.
CAUTION 5.1 Every Six (6) Months

Do not engage the starter while the engine is running.
Perform the following procedures at six(6) months intervals
The drive air pressure is the primary starter control if the normal cranking cycle is 0 - 10 seconds.
parameter. It is important, especially on new installations, to
measure this pressure during several engine starts. The 5.1.1 Check the amount and condition of grease in the
secondary parameter is the starter pinion speed. This speed planetary gearbox. If gearbox requires re-greasing, only use
is usually measured by knowledge of the engine starting TDI grease. Approximately one (1) pint of grease is needed
speed and the starter cranking ratio. The cranking ratio is to repack the gearbox.
the number of ring gear teeth divided by the number of
pinion teeth. The starter pinion speed is then found by 5.1.2 Check the turbine bearing and carrier output bearings
multiplying the engine speed by the cranking ratio. The for freedom of rotation without excessive play between
pinion speed is usually 2000-3500 rpm at typical engine races. If bearings are damaged, replace them with genuine
starting speed. TDI parts. Refer to TDI Service Manual for part numbers.
4.2 AUTOMATED START PANEL 5.1.3 Place a small amount of chassis lube on the starter’s
pinion teeth.
The starter drive pressure measured at the starter inlet must
be set. As noted above, for maximum life of the starter 5.2 Every Three (3) Months
pinion and for the protection of the engine ring gear, limit the
operating pressure to that necessary to start the engine at its Follow the six (6) month procedures if there is severe starter
most difficult starting conditions. loading or extended duration crank cycles. Also perform
these procedures every three (3) months when starter is
The speed control parameter will then need to be set. used for motoring the engine for maintenance or valve
Engine starting speed along with the cranking ratio number adjustments.
can be used to determine starter pinion speed. The pinion
speed is usually 2000-3500 rpm for a typical engine starting Motoring Crank Cycle: 10 -60 seconds
speed. Once the start sequence has begun, the air is
admitted to the starter. The starter begins to accelerate the Extended Crank Cycle: 60 seconds or longer
engine. Once the firing speed of the engine is reached, the
automated start panel may deliver fuel to the engine. The starter, use only genuine TDI replacement parts. The
engine will begin to accelerate under its own power. The component part numbers are found in the Illustrated Parts
starter should be dropped out of the sequence at a rpm Breakdown.
higher than the firing speed, but less than the engine idle
TDI TURBOTWIN
6.0 TROUBLESHOOTING CHART
TROUBLE PROBABLE CAUSE SOLUTION

1. Starter does not A. Relay valve not fully open. A. Repair or replace relay valve.
run; small air flow from
exhaust. B. Nozzle blockage. B. Remove blockage or obstruction from nozzles.
2. Starter does not A. Broken turbine rotor. A. Replace all damaged parts.
run; normal air flow
from exhaust. B. Broken gear train. B. Repair or replace geartrain.
C. Damaged starter drive. C. Repair or replace starter drive.
3. Reduced Starter A. Inlet air pressure too low. A. Increase air pressure in 10 PSIG (0.6 BAR)
output power. increments; DO NOT EXCEED OPERATING LIMIT.
B. Inlet supply piping too small. B. Supply piping must be a minimum of 1.5" diameter.
C. Pressure regulator orifice too C. Increase orifice size or replace pressure regulator
small.
D. Inlet supply line valve (ball, D. Install larger valve.
gate, relay, plug) too small.
E. In line lubricator installed in E. Remove lubricator.
supply line.
F. Y-Strainer in supply line F. Clean strainer.
clogged.
G. Excessive back pressure; G. Clean exhaust piping or increase size to at least the
exhaust restricted. minimum diameter recommended.
H. Damaged turbine nozzle. H. Replace turbine nozzle.
I. Broken started drive. I. Repair or replace starter drive.
J. Wrong rotation starter. J. Replace with starter or proper rotation.
K. Wrong size starter. K. Check the Application Guide for the correct starter.
4. Engine cranks too A. Inlet air pressure too high. A. Decrease air pressure in 10 PSIG (0.6 BAR)
quickly. increments.
OR
If there is a manual shut-off valve in the supply line,
partially close it.
OR
Install a restriction orifice in the inlet supply line.
B. Wrong size starter. B. Check the Application Guide for the correct starter.

TDI TURBOTWIN
7.0 WARRANTY
TDI TURBOTWIN ENGINE STARTER WARRANTY

Tech Development Inc. (TDI) warrants to the original user of the TDI TurboTwin™ Model T30 Series air starters to be free from
defects in material and workmanship for a period of one year from date of purchase by such user. The warranty period shall
begin on the actual delivery date to the original user or twelve (12) months from the date of shipment from TDI, whichever
comes first. The conditions of this warranty are: a) TDI is notified within this period by return of such product to TDI or its
authorized distributor or dealer, transportation prepaid by user; b) such product has been installed according to TDI’s
specifications; c) such product has not been misused, abused or improperly maintained by user; d) the defect is not the result
of normal wear and tear; and e) such starter product has not been repaired with parts not manufactured or authorized by TDI,
and TDI installation and repair procedures as outlined in the appropriate manual were properly followed.
Tech Development Inc. shall, at its option, either repair or replace, without charge, any such starter product found by TDI’s
examination to be defective, or by mutual agreement, refund the user’s purchase price in exchange for such starter product.
Repairs or replacements are warranted for the remainder of the original warranty period.
Tech Development Inc. makes no other warranty, and IMPLIED WARRANTIES INCLUDING ANY WARRANTY OR
MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE ARE HEREBY DISCLAIMED.
This warranty constitutes the entire obligation of Tech Development Inc. relating to the sale and use of such product, and
TDI’s maximum liability is limited to the purchase price of such product at the date of purchase. In no event shall TDI be
liable for incidental, indirect, consequential or special damages of any nature arising from the sale or use of such engine
starter product.

TDI TURBOTWIN

TDI TURBOTWIN

TDI TURBOTWIN

TDI TURBOTWIN

TDI TURBOTWIN

TDI TURBOTWIN
T112-B / T112-D Performance Curve
TORQUE 12 Nozzles, Compressed Air, 7.5:1 RATIO POWER
Nm LB.FT HP KW
476 350 100 74.6
Inlet Pressure SCFM Nm3/h
150 psig Maximum Torque 150 psig 1360 2312
408 300
Transmitted by Drive 120 psig 1090 1853
90 psig 860 1462 80 59.6
120 psig
60 psig 610 1037
340 250
90 psig 60 44.8
272 200
204 150
60 psig 40 29.8
136 100
20 14.9
68 50
0 0 0
0 5 10 15 20 25 30 35 40 45 50 55
T121-B / T121-D Performance Curve

TORQUE POWER
21 Nozzles, Compressed Air, 7.5:1 RATIO
Nm LB.FT HP KW
476 350 100 74.6
90 psig 90 psig 1560 2652
408 Maximum Torque
300 60 psig 1070 2140
Transmitted by Drive
30 psig 620 1054 80 59.6
340 250
60
ps
ig
60 44.8
272 200
204 150
40 29.8
30
psi
g
136 100
20 14.9
68 50
0 0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500

TDI TURBOTWIN
TORQUE
T106-F Performance Curve POWER
Nm LB. FT 6 Nozzles, Compressed Air, 7.5:1 RATIO HP KW
238 175 50 37.2
150 psig Inlet Pressure SCFM Nm3/h
150 psig 680 1156
204 150 Maximum Torque 120 psig 550 935
Transmitted by Drive 90 psig 430 731 40 29.8
12
0p 60 psig 310 527
sig
170 125
90 30 22.4
136 100 ps i g
102 75
60 20 14.9
p sig
68 50
10 7.5
34 25
0 0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
TORQUE
T112-F Performance Curve POWER
Nm LB.FT 12 Nozzles, Compressed Air, 7.5:1 RATIO HP KW
238 175
90 psig
Maximum Torque Inlet Pressure SCFM Nm3/h
Transmitted by Drive 90 psig 860 1462
204 150 60 psig 610 1037 45 33.5
30 psig 370 629
60
ps
170 125 ig
136 100 30 22.4
102 75 30
ps i
g
68 50 15 11.2
34 25
0 0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500

TDI TURBOTWIN
POWER
TORQUE
Nm LB.FT
T109-P Performance Curve HP KW
9 Nozzles, Compressed Air, 9.0:1 RATIO
476 350 80 59.6
408 300 150 psig 1050 1785
15 120 psig 850 1445
0 DRIVE TORQUE LIMIT 90 psig 670 1139
ps 60 psig 460 782 60 44.8
340 250
12 ig
0p
sig
272 200
90
psi 40 29.8
g
204 150
136 100
20 14.9
60 p
s ig
68 50
0 0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500

Publication T1-701, Edition 1
Dated: December 1998
SERVICE MANUAL
T100 Series (T112B/T121B,

T112D/T121D, T106F/T112F, T109P/T115P)
TURBOTWIN ENGINE AIR STARTERS
From Tech Development Inc

6800 Poe Ave. ·Dayton OH 45414
Tel: (937) 898-9600 ·Fax: (937) 898-8431
TDI TURBOTWINÔ
FROM TECH DEVELOPMENT, INC.
TABLE OF CONTENTS LIST OF ILLUSTRATIONS

Section Subject Page Figure Title Page
1.0 Introduction……………………………. 1 23 Pressing Bearing onto Shaft………….. 18

2.0 Description of Basic Groups…………. 4 24 Installing Shaft into Gearbox Hsg…….. 18
3.0 Disassembly………………………… … 8 25 Tightening Retainer Nut……………….. 19
4.0 Cleaning and Inspection…………… … 12 26 Woodruff Key Installation……………… 19
5.0 Assembly………………………………. 15 27 Tightening Retainer Nut (T106F)…….. 20
6.0 Parts List……………………………. … 21 28 Drive Hsg. Installation (T106F)………. 20
7.0 Accessories……………………………. 30 29 Illustrated Parts Breakdown (B)……… 25
30 Illustrated Parts Breakdown (P)……… 26
LIST OF TABLES 31 Illustrated Parts Breakdown (D)……… 27
32 Illustrated Parts Breakdown (D)……… 28
33 Illustrated Parts Breakdown (F)……… 29
Table No. Title Page
1 T100 Series Service Tool Kits……….. 8

2 Cleaning Materials & Compounds.. … 12
3 Parts Inspection Check Req………. … 13
4 Parts Wear Limits………………….. … 14
5 Materials for Assembly……………….. 15
LIST OF ILLUSTRATIONS
Figure Title Page
1 TDI Turbotwin Nameplate……………. 2

2 T30 Series Part Number Coding…….. 3
3 Turbine Housing Assembly…………… 4
4 Gearbox Housing Assembly (B/P)…… 5
5 Gearbox Housing Assembly (F)……… 5
6 Gearbox Housing Assembly (D/Std) … 6
7 Gearbox Housing Assembly (D/Lg). … 6
8 Bendix Drive Assembly………………. 7
9 Bendix Drive Removal………………… 8
10 Bendix Drive Removal (F)……………. 9
11 Gearbox Retainer Nut Removal……… 9
12 Pressing Out Carrier Shaft……………. 10
13 Turbine Rotor Removal………………... 10
14 Turbine Shaft Removal….…………….. 11
15 Nozzle 2 Removal……………………… 11
16 Gear Teeth Wear Allowance………….. 14
17 Pressing Front Turbine Bearing………. 15
18 Pressing Spacer onto Bearing…………15
19 Installation of Turbine Shaft……………16
20 Installing the Aft Seal into Nozzle 1…...16
21 Pressing Aft Bearing onto Shaft……… 17
22 Planet Gear Carrier Shaft Assembly…. 17
Public ation T1-701
Issued Dec 11, 1998
Page: i
TDI TURBOTWINÔ
SECTION 1.0 INTRODUCTION CAUTION - us ed where ther e is the possibility

of damage to equipment.
NOTE - us e to point out s pecial inter est
1.1 GENERAL INFORMATION information.
This manual pr ovides inf ormation f or s ervicing,
disassembly, and r eassembly of the T DI T urbotwin
1.3 DESCRIPTION OF OPERATION
T100 series air s tarters. If ther e ar e ques tions not
answered by this manual, please contact your local TDI The Turbotwin T 100 s eries s tarters ar e pow ered by a
distributor or dealer f or as sistance. Illus trations and pair of axial flow turbines coupled to a s imple planetary
exploded views are provided to aid in dis assembly and gear r eduction s et. T he T 100 s eries starters
reassembly. incorporate an inertia bendix drive coupled to the starter
gearbox dr ive tr ain to pr ovide a m eans of disengaging
The T DI T urbotwin T 100 s eries of engine starters are the pinion from the engine’s ring gear.
specially des igned f or s tarting today’s automated, low-
emission engines . T he Turbotwin uses aerodynamic The high horsepower of the tur bine air motor combined
speed control, eliminating the need f or a m echanical with the planetary gear speed reducer results in a ver y
automatic trip valve ( ATV) to c ontrol s tarter m otor efficient and c ompact unit. T he T urbotwin T100 series
speed. starters can be used over a w ide r ange of dr ive
pressures f rom 30 ps ig ( 2 BAR) to 150 psig (10 BAR)
The Turbotwin T100 series air s tarters ar e s uited to and ar e s uitable f or oper ation on either air or natur al
operate w ithin a w ide r ange of inlet pressures and gas.
ambient temperatures. These starters are designed for
operation with either compressed air or natural gas. The T urbotwin T 106F & T 112F weighs approximately
47 pounds ( 21 KG ) and eac h is c apable of delivering
The robust turbine m otor design in the Turbotwin T100 over 44 HP ( 33 k W) of c ranking power at their
series starters has no r ubbing par ts, and is ther efore maximum pr essure of either 150 ps ig ( 10 BAR) or 90
tolerant of har d and liquid c ontamination in the s upply psig (6 BAR) respectively.
gas with almost no adver se af fects. T he m otor is well
adapted to running on “sour” natural gas. The Turbotwin T112B & T 121B w eighs appr oximately
55 pounds ( 25 KG ) and eac h is c apable of delivering
As with all TDI air starter products, there are no rubbing over 80 HP ( 60 k W) of c ranking power at their
parts so there is no lubr ication r equired. T his maximum pr essure of either 150 ps ig ( 10 BAR) or 90
eliminates f ailures due to lubr icator pr oblems, the psig (6 BAR) respectively.
expense of ins talling and m aintaining the system, and
the messy and haz ardous oil f ilm ar ound the s tarter The T urbotwin T 112D &T 121D w eighs appr oximately
exhaust. The s tarter is f actory gr ease pac ked f or the 70 pounds ( 32 KG ) and eac h is c apable of delivering
life of the starter so it requires no maintenance. over 80 HP ( 60 k W) of c ranking power at their
maximum pr essure of either 150 ps ig ( 10 BAR) or 90
psig (6 BAR) respectively.
NOTE
Throughout this manual, the term “air” is used to donate The Turbotwin T109P & T 115P w eighs appr oximately
the starter drive medium. Unless otherwise stated, “air” 59 pounds (27 KG) and is capable of delivering over 60
means compressed air or natural gas. HP ( 41 k W) of c ranking pow er at their maximum
pressure of either 150 ps ig ( 10 BAR) or 90 ps ig ( 6
Please review the r est of this manual before attempting BAR) respectively.
to pr ovide s ervice to the T DI Turbotwin T100 series
starters.
1.4 INSTALLATION AND SERVICE
1.2 WARNINGS, CAUTIONS, & NOTES It is im portant to pr operly ins tall and operate the TDI
Turbotwin T100 series starters to r eceive the f ull
Throughout this manual, certain types of information will benefits of the tur bine dr ive advantages . It must be
be highlighted for your attention: installed in accordance with the instructions provided by
Tech Development, Inc. (TDI).
WARNING - used where injury to personnel or damage
to equipment is likely.
Publication T1-701 Page 1

Issued Dec 11, 1998
TDI TURBOTWINÔ
FROM TECH DEVELOPMENT INC.
WARNING NOTE
Failure to properly install the starter or failure to operate You should always have the s tarter’s Par t Num ber,
it according to instructions provided byTDI may result in Serial Num ber, O perating Pr essure, and Dir ection of
damage to the s tarter or engine, or c ause personal Rotation inf ormation bef ore c alling your TDI distributor
injury. DO NOT O PERATE T HIS ST ARTER UNLESS or dealer.
IT IS PROPERLY ATTACHED TO AN ENGINE.
Repair technicians or s ervice or ganizations w ithout TDI TURBOSTARTä

turbine s tarter ex perience s hould not attempt to repair ENGINE AIR STARTERS
this starter until they r eceive f actory appr oved tr aining FROM TECH DEVELOPMENT, INC.
from TDI, or its r epresentatives. Pr oper oper ation and BARBER-COLEMAN - a Siebe Company
repair of y our T DI T urbotwin w ill as sure c ontinuous 6800 POE AVE., DAYTON, OH 45414
reliability and superior performance for many years. MODEL NO. SERIAL NO.
T112-B 9609-124
1.5 NAMEPLATE INFORMATION
PART NUMBER
T112-60001-B1R
The nam eplate, loc ated on the turbine housing,
provides im portant inf ormation regarding the
construction of your T100 series starters, refer to Figure CW (RH) CCW (LH)
1. T he part number coding explanation, refer to Figure X AIR or NAT. GAS
U SAGE
2, can help you when talking to your distributor.
MAX PRESS. 150 PSIG
MAESURED AT INLET WHILE OPERATING
PROOF PRESSURE OF HOUSING IS 600 PSIG
WARNING:DO NOT OPERATE UNLOADED OR WITHOUT
TURBINE GUARD OR EXHAUST FITTING
U.S PATENT 4509896
Figure 1. TDI Turbotwin Nameplate
Page 2 Public ation T1-701

Is sued Dec 11, 1998
TDI TURBOTWINÔ
Figure 2. Part Number Coding

Issued Dec 11, 1998
TDI TURBOTWINÔ
SECTION 2.0 DESCRIPTION OF 2.2 TURBINE HOUSING ASSEMBLY

BASIC GROUPS
The T urbine hous ing as sembly, r efer to f igure 3,
2.1 GENERAL consists of a stage one (15) and a stage two (6) turbine
wheel mounted on s ungear s haft ( 33) . T he f ront
The T DI T urbotwin T 100 Ser ies air s tarters ar e bearing (10) is secured by a retainer plate (32). The aft
lightweight, compact units driven by a dual stage turbine bearing is preloaded by wavy spring (12).
type air motor. The starter is composed of three basic
assembly groups: Turbine Housing Assembly; Gearbox The ring gear ( 29) is heat s hrunk into the f ront of the
Housing Assembly; and Bendix Drive Assembly. turbine housing (26) and secured by a setscrew (25).
Figure 3. Turbine Housing Assembly

TDI TURBOTWINÔ
The carrier shaft is mounted on two ball bearings (41) in

2.3 GEARBOX HOUSING ASSEMBLY
the gearbox housing (58). The retainer nut (48)
secures the carrier shaft in the gearbox housing. The
The gear box hous ing as sembly, refer to figures 4,
front bearing (41) is secured by a retainer plate (46).
consist of a planet gear c arrier and output s haft ( 35),
The back bearing is preloaded by use of a spring
three planet gears ( 37), needle bear ings ( 38), s pacers
washer (42).
(36), and bearing pins (39).
Figure 4. Gearbox Housing Assembly (T112B/T121B/T109P/T115P)
Figure 5. Gearbox/Bendix Assembly (T106F/T112F)

Issued Dec 11, 1998
TDI TURBOTWINÔ
Figure 6. Gearbox Assembly (T112D/T121D STD MESH)
Figure 7. Gearbox Assembly (T112D/T121D LONG MESH)

TDI TURBOTWINÔ
2.4 BENDIX DRIVE ASSEMBLY The other end of the drive unit is mounted into a needle
bearing (54), which is ins talled in the nos e of the dr ive
The Bendix drive assembly, refer to figure 8, consists of housing.
an inertial engagem ent drive or “bendix” (57) and dr ive
housing (61). The bendix is m ounted to the output
shaft with two keys and a retaining set screw (53).
Figure 8. Bendix Drive Assembly (T112B, T121B, T112D, T121D, T109P, T115P)

Issued Dec 11, 1998
TDI TURBOTWINÔ
SECTION 3.0 DISASSEMBLY

Remove the needle bear ing ( 62), if nec essary, by
3.1 GENERAL simply tapping out the “ welch” plug from the front of the
drive housing and press bearing out.
Always mark adjacent parts on the s tarter hous ing;
Nozzle 2/ Containment Ring (13), Turbine Housing (26), 3.3 DRIVE HOUSING
Gearbox Housing ( 58), and Bendix Dr ive Hous ing ( 61) (T112D/T121D)
so these parts can be loc ated in the s ame r elative
position when the starter is reassembled. 3.3.1 Removal of Drive Housing
Do not dis assemble the s tarter any further than Remove the six s crews ( 22). Mar k pos ition of bendix
necessary to replace a worn or damaged part pinion opening relative to gearbox housing for reference
during r eassembly. Pull dr ive hous ing ( 49) f rom
Always have a c omplete s et of seals and o-rings on gearbox housing (44). If drive housing is too tight, tap it
hand bef ore s tarting any over all of a T urbotwin T100 with a mallet to loosen.
series starter. Never use old seals or o-rings.
3.3.2 Removal of Bendix Drive
The tools lis ted in Table 1 ar e s uggested f or us e by
technicians servicing the T urbotwin T 100 s eries In loaded spring area of drive (57) remove retaining ring
starters. The best results can be ex pected when these (51) from set screw (53) slot.
tools are us ed, how ever the us e of other tools ar e
acceptable. Remove set screw using a flat head screwdriver, Figure
9, and pull the bendix assembly from the starter carrier
TOOL DESCRIPTION TDI/PN shaft.
Spanner wrench 52-20134
Spanner wrench 52-21345 Remove spring ( 52). T his s pring f its loos ely between
Shaft Removal Tool 2-26945 the bendix as sembly and c arrier s haft. Rem ove the
Stage 2 Rotor Puller Tool 52-20076 needle bearing (62), if necessary, by simply tapping out
Carrier Shaft Holding Tool 52-20202 the “welch” plug from the front of the dr ive housing and
Tool, Bearing Pressing 52-20143 press bearing out.
Tool, Bearing/Seal 2-26943
Table 1. T100 Series Service Tools
3.2 DRIVE HOUSING

(T112B,T121B,T109P,T115P)
3.2.1 Removal of Drive Housing
Mark position of bendix pinion opening r elative to

gearbox hous ing f or r eference during reassembly.
Remove the six bolts (60) and loc k nuts (59). Pull dr ive
housing ( 61) f rom gear box hous ing ( 58). If drive
housing is too tight, tap it with a mallet to loosen.
In loaded spring area of drive (57) remove retaining ring

(51) from set screw (53) slot.
Remove set screw using a flat head screwdriver, Figure

9 and pull the bendix assembly from the starter carrier
shaft. Rem ove s pring ( 52). T his s pring fits loosely Figure 9. Bendix Drive Removal
between the bendix as sembly and c arrier s haft.

TDI TURBOTWINÔ
3.4 DRIVE/GEARBOX HOUSING Remove bear ing ( 65) f rom s haft by pr essing shaft
while supporting inner r ace of bear ing. Rem ove
(T106F/T112F)
bearing retainer plate (64).
3.4.1 Removal of Drive Housing
3.4.3 Planet Gear Disassembly
Mark position of bendix pinion opening r elative to
Remove s nap r ing ( 34) f rom planet s haft (39) using
turbine hous ing ( 26) f or r eference dur ing reassembly.
snap ring plier s and pus h s haft thr ough holes in
Per Figure 10, r emove the s ix s crews ( 27). Pull dr ive
assembly.
housing ( 69) f rom tur bine hous ing. If dr ive hous ing is
too tight, tap it with a mallet to loosen.
Slide the planet gear (37) out from the carrier shaft and
remove the two nylon spacer ( 36). Unles s the needle
roller bearings 38) ar e dam aged, do not remove. If
removal is necessary, simply press bearing out.
Figure 10. Bendix Drive Removal (T106F/T112F)

Figure 11. Gearbox Retainer Nut Removal
Remove four s crews ( 31). Pull c arrier s haft as sembly
(63) f rom dr ive hous ing ( 69). T he bendix ( 68) will 3.5 GEARBOX HOUSING
remain in the dr ive hous ing. W ith s nap r ing tool, (T112B/T121B,T112D/T121D,T109P/T115P)
remove s nap r ing ( 66) and bendix dr ive (68)from drive
housing. * T he dr ive hous ing r emoval procedure should be
performed before performing this procedure.
If it is nec essary to r emove needle bear ing ( 70) f rom
drive housing, simply press bearing out. 3.5.1 Removal of Gearbox Housing
Mount the c arrier s haft as sembly on the T DI holding Remove the s ix s crews ( 27) and lift the gearbox
tool P/N 52-20202 placing the thr ee holes on the assembly f rom the tur bine as sembly. If the gearbox
gearbox over the dow pins. Refer to Figure11. assembly is too tight, tap it with a mallet to loosen).
Place T DI tool P/N 52- 21345 ( Spanner Wrench) over 3.5.2 Gearbox Disassembly
shaft and into s lots of r etainer nut ( 67). Hold down
carrier shaft and remove nut. Mount the gear box on the T DI holding tool P/N 52-
20202 plac ing the thr ee holes on the gear box over the
dow pins. Refer to Figure 11.

Issued Dec 11, 1998
TDI TURBOTWINÔ
Remove woodruff keys (40) from shaft by tapping them Slide the planet gear (37) out from the carrier shaft and
with a chisel and hammer remove the two nylon spacer ( 36). Unles s the needle
roller bearings 38) ar e dam aged, do not r emove. If
With screwdriver remove tang of loc kwasher ( 47) f rom removal is necessary, simply press bearing out.
slot of retainer nut (48).
3.6 TURBINE HOUSING
Place T DI tool P/N 52- 20134 ( Spanner Wrench) over
shaft and into s lots of retainer nut. Hold gearbox down
3.6.1 Stage 2 Rotor Removal
and remove nut.
Remove the s ix s crews ( 27) that connect the gearbox
In m ost c ases the gear box hous ing ( 58, D- 44) can be
assembly to the tur bine hous ing and s eparate the tw o
removed f rom the c arrier s haft ( 35) by holding shaft
assemblies. Remove the f our s crews ( 18) and the
down and pulling dir ectly up on hous ing. If this is not
clamping plate (32).
the case, press c arrier s haft f rom hous ing per Figure
12.
Turn the tur bine to the ( exhaust) end up and remove
the s ix s crews ( 1), s creen s upport r ing (2), and the
screen (3). For the T109P, remove six screws (74) and
Exhaust Cover Housing (75).
Hold the stage 2 rotor (6) and remove the turbine screw
(4) and washer (5).
Install the rotor puller tool P/N 52- 20076 and r emove
the stage 2 rotor per Figure 13.
Remove the w oodruff k ey ( 7) us ing a ham mer and

chisel.
Figure 12. Pressing Out Carrier Shaft
The af t bear ing ( 41), s pring w asher (42), and bearing

spacer ( 43) w ill c ome out w ith the shaft. Remove aft
bearing (41) from shaft by pr essing s haft w hile
supporting bearing.
If the af t bear ing ( 41) is r etained in the gearbox

housing w hen the c arrier s haft is r emoved, apply
pressure through housing to the bearing to remove it. It
will be necessary to elevate the housing with a brace to
remove the bearing completely.
Remove the s ix s crews ( 18) and r etainer plate ( 46).

The front bearing m ay then be r emoved by lightly
tapping.
3.5.3 Planet Gear Disassembly
Remove snap ring (34) from planet shaft (39) and push Figure 13. Turbine Rotor Removal
shaft through holes in assembly.
Page 10 Public ation T1-
701
TDI TURBOTWINÔ
3.6 Turbine Shaft Removal Separate the s tage 2 noz zle as sembly ( 13) f rom the
turbine assembly (26) by f irmly holding the tur bine
Using the shaft removal tool P/N 2- 26945 per figure 14, assembly, w hile tapping noz zle 2 w ith a m allet. If
press on the tur bine s haft ( 33) while supporting the nozzle 2 is too tight, it c an be r emoved by installing two
turbine housing. threaded screws into noz zle 2 and us ing them as jacks
to separate nozzle 2 f rom the tur bine assembly. Refer
Press the shaft assembly ( 33) thr ough the af t bear ing to Figure 15.
(10) and c ontinue pr essing until the shaft assembly is
completely out of the housing (26). Rotate the stage 1 rotor if necessary to allow the j acks
to travel through the lar ge holes in the r otor. T he jacks
Remove the woodruff key (16), seal spacer (8), bearing will dam age the s tage 1 r otor if pressure is applied to
spacer ( 30), and bear ing ( 10) f rom the s haft. The them while removing nozzle 2.
bearing can be r emoved from the s haft by pressing the
shaft thr ough the bear ing. Note that if T 100 is the The stage 1 rotor (15) may now be removed.
original design (SN: 9501-239 to9611-191), the bearing
will be pressed inside a spacer. Remove the four s crews ( 18) and noz zle 1 ( 19) f rom
the turbine assembly. It m ay be nec essary to tap the
screws with a hammer and chisel to loosen.
On the s tage 2 noz zle (13), remove the seal spacer (8)
from the f orward s ide of the noz zle. Plac e the stage 2
nozzle on the ex haust end. Pr ess thr ough the lip seal
nd
onto the bear ing until it, inc luding the 2 lip s eal and
seal s pacer dis engages f rom the noz zle. T urn the
nozzle over and press on the lip seal to remove.
Figure 14. Turbine Shaft Removal
Figure 15. Nozzle 2 Removal

Issued Dec 11, 1998
TDI TURBOTWINÔ
SECTION 4.0 CLEANING and Clean alum inum par ts us ing the s olutions per Table 2;
soak f or 5 m inutes. Rem ove par ts, r inse in hot water,
INSPECTION
and dry thoroughly.
4.1 CLEANING Clean c orroded s teel par ts w ith a c ommercially

approved stripper.
Degrease all m etal par ts, ex cept bear ings, us ing a
commercially approved solvent. Refer to Table 2. Clean c orroded alum inum par ts by c leaning as stated
above and then im merse the par ts in chromic-nitric-
NOTE phosphoric ac id pic kle s olution per Table 2. Rins e in
Never wash bendix assembly or bear ings in c leaning hot water and dry thoroughly.
solvents. It is r ecommended that the bear ings be
replaced with new parts.
MATERIAL or COMPOUND MANUFACTURER

Degreasing Solvent (Trichloroethylene) (O-T-634) Commercially Available
Acetone Com mercially Available
Aluminum Cleaning Solution Diversey Corp., 212 W. Monr oe, Chic ago, IL 60606
Dissolve 5 oz of Diver sey 808 per gallon of water at
155°- 165°F.
Steel Cleaner - Rust & Corrosion Oakite Products Cor p., 50 Valley Rd., Ber keley
Heights, NJ 07992
Mix 3-5 lb. of O akite rust Stripper per gallon of water;
use at 160°- 180°F.
Chromic-Nitric-Phosphoric Acid Pickle Solution Mix 8lb. of c hromic ac id, 1.9 gal. of phosphoric acid,
1.5 gal. of nitric acid with enough water to make a total
of 10 gal. of solution.
WARNING Follow all ins tructions pr ovided w ith the MSDS s heets on the m aterials and c ompounds lis ted
above.
Table 2. Cleaning Materials and Compounds
4.2 INSPECTION
Check all bear ing bores for wear and s coring. Bear ing
Use Table 3 as a guide to c heck f or ac ceptable bores s hall be f ree of s coring lines , not to exceed
condition of the parts listed. 0.005² width and 0.005² depth.
Check all threaded parts for galled, crossed stripped, or Check gear teeth and tur bine hous ing r ing gear f or
broken threads. wear. In gener al, vis ually c heck f or s palling, f retting,
surface f laking, c hipping, s plitting, and corrosion. If
Check all parts for cracks, corrosion, distortion, scoring, wear is appar ent, c heck the gear teeth dim ensions in
or general damage. accordance with Table 4. Nic ks and dents that c annot
be felt with a .020 inch radius scribe are acceptable.

701
TDI TURBOTWINÔ
Part Check For Requirements

Description (Defective Parts Must Be Replaced)
Bendix Worn, loose, or missing parts Defective unit to be replaced. Use figure 5
as a guideline for acceptable pinion wear.
Drive Housing Cracks and breakage Cracks are not acceptable
Planet Gear Cracked, c hipped, or galled Wear must not exceed limits per table 4.
teeth. W ear m ust not exceed
limits per Table 4. There s hall be no evidenc e of excessive
wear.
Carrier Shaft Cracks, scoring or r aised Deformation of metal s mearing in planet
metal in planet shaft holes and pin holes & keyways not acceptable.
keyways. Integr ity of knurl Scoring on bearing diam eter not to
connection. exceed .005² depth.
Wear must not exceed limits per Table 4.
Planet Pins Wear grooves or flat spots Wear grooves in flat spots not permitted.
Wear must not exceed limits per Table 4.
Washers Wear created grooves Wear must not exceed limits per Table 4.
Gearbox Housing Cracks and Breakage Cracks and breakage not acceptable.
Sungear / Turbine Cracks, s coring, wear created
Shaft grooves, c hipped or br oken
gear- teeth, galling or s coring
on bear ing s urface of shaft.
Raised metal on the keyway. Wear must not exceed limits per Table 4.
Spacers Parallelism of end surfaces Ends must be parallel within 0.0005².
Turbine Housing Cracks and breakage Cracks and breakage are not acceptable.
Minor surface dam age is per mitted if
function is not impaired.
Ring Gear Cracks, wear, c hipped, or

broken gear teeth. Wear must not exceed limits per Table 4.
Seal Assembly Wear grooves or s cratched Wear is not permitted.
surfaces on carbon ring.
Seal Spacer Wear Grooves No wear permitted.
Needle Bearings Freedom of needle rollers Replace bearings
Ball bearings Freedom of r otation without Replace bearings
excessive play between races
Containment Corrosion, er osion, cracks Cracks and breakage ar e not ac ceptable.
Ring/ Nozzle and broken nozzle edges. Minor surface dam age is per mitted if
function is not impaired.
Turbine Rotors Corrosion, erosion, cracks Minor tip r ub is per mitted if function is not
and broken edges. impaired.
Tip wear; bore and k ey w ay Wear is not permitted.

wear
Table 3. Parts Inspection Check Requirements

Issued Dec 11, 1998
TDI TURBOTWINÔ
PART DESCRIPTION LIMIT, Inches

Ring gear / Turbine Housing
Internal m easurement
between tw o .084 ² diam eter 5.0890 max.
pins.
Sun Gear / Turbine Shaft
Bearing diameter 0.6690 min
External m easurement over
two .096 diameter pins.
7.5:1 0.952 min
9:1 0.808 min
11.4:1 0.670 min
Planet Gear
External m easurement over
two .0864² diameter pins.
7.5:1 2.3067 min
9:1 2.3699 min
11.4:1 2.4359 min
Carrier Shaft
Bearing Diameter 1.1800 min
Planet Pin Bore 0.8750 max
Planet Pins
Bearing Diameter 0.873 min
Thrust Washer
Thickness .055 min
Table 4. Parts Wear Limits
Figure 16. Gear Teeth Wear Allowances

701
TDI TURBOTWINÔ
SECTION 5.0 ASSEMBLY
5.1 GENERAL
The tools lis ted in Table 1 are s uggested f or us e by
technicians s ervicing the T 100 Ser ies s tarters. The
best results can be ex pected when the pr oper tools are
used, however, use of other tools is acceptable.
CAUTION
Replace all s crews , O -rings, lip s eals, and bear ings
when the T100 Ser ies s tarter is r eassembled. T hese
parts are included in the over haul k its s hown in
Section 6.0
NOTE
Always pr ess the inner r ace of a ball bear ing w hen
installing a bearing on a s haft. Alw ays press the outer Figure 17. Pressing Front Turbine Bearing
race of a ball bearing when installing into a housing.
Refer to Section 6.0, for a lis t of kits and c omponents,

which ar e available to aid in rebuilding T100 Series
starters.
Lubricate all O-rings with petr oleum j elly or Par ker-O-

Ring Lube before assembly. Ref er to Table 5 for a lis t
of materials to be use during assembly.
MATERIALS SOURCE
Petroleum Jelly Commercially Available
Parker-O-Ring Lube Commercially Available
Loctite RC290 Commercially Available
Grease, gearbox TDI P/N 9-94121-001
Table 5. Materials for Assembly
CAUTION
The screws that s ecure the Containm ent Ring/ Stage 2
Nozzle must have a dr op of Loc tite RC290 applied to
the threads before being used.
Figure 18. Pressing Spacer onto Bearing
5.2 TURBINE HOUSING T100 is the original design (SN: 9501-239 to 9611-191),
press the spacer (31) onto the outer race of the bearing
5.2.1 Turbine Shaft Installation (10) per Figure 18 by supporting the bearing outer race,
and then pr ess the bear ing/spacer ( 10, 31) onto the
Press the bear ing ( 10) onto the shaft (33) until seated. shaft.
Support the s haft and pr ess on the inner race only with
press tool P/N 2- 26943 per Figure 17. Note that if Press the bearing/shaft assembly, keyway end first, into
bearing hous ing of the tur bine hous ing. Use press tool
P/N 2-26943 if required per Figure 19. Do not pr ess on
the end of the shaft because the load could damage the
balls of the bearing.
Issued Dec 11, 1998
TDI TURBOTWINÔ
Install bear ing r etainer plate ( 32) and secure with four Install noz zle 1 onto the tur bine hous ing ( 26). O rient
screws (18). Torque screws to 30 in-lbs. the nozzles facing the air inlet ( 23). Ins tall four screws
(18) to secure the noz zle. Do not tighten the s crews at
this time.
5.2.3 Rotor 1 Installation
Install the woodruff key (large key) (16) for stage 1 rotor
into the shaft (33).
Install the s tage 1 r otor (15), while supporting sun gear

end of shaft, onto the turbine shaft by aligning the slot in
the rotor with the woodruff key and hand press the rotor
until firmly s eated. Us e pr ess tool P/N 2- 26943 if
required.
Visually inspect that the key was not pushed out

during assembly. Note that the dir ection of r otation
was oriented pr operly. T his tur bine r otor c an be
installed backwards.
Temporarily install Nozzle 2 on the turbine housing.

Tighten the four screws that secure nozzle 1 (18) to 30
in-lb. The four screws can be accessed via the holes in
nozzle 2 and the f irst s tage tur bine r otor. Rem ove
Figure 19. Installation of Turbine Shaft
Nozzle 2 when the four screws are tight.
Place tur bine hous ing f ront s urface ( sungear end) on
5.2.3 Nozzle 2 Installation
flat surface. Install long bearing space (30) over shaft.
Press the lip s eal ( 9) into the f orward s ide of noz zle 2
Install the seal spacer (8) onto the shaft. Note the small
with seal lip facing up. Use press tool P/N 2-26943.
end of the spacer faces the long bearing spacer.
Install the O-ring (11) into the bear ing bore of nozzle 2
Install the O -ring ( 21) into the af t f ace of the turbine
(13). DO NOT LUBRICATE THIS O-RING.
housing (26).
5.2.2 Nozzle 1 Installation Install O-ring (14) onto the outer diameter of nozzle 2.
Install noz zle 2 ( 13) onto the turbine housing (26). The
Press the af t s eal ( 17) into noz zle 1 ( 19) us ing press
three flats of nozzle 2 ar e always oriented opposite the
tool P/N 2-26943 per Figure 20 with the lips facing up.
turbine housing air inlet (SN 9505-213 to 9611-191).
Install the s eal s pacer ( 8) onto the s haft with the small
end facing the aft bearing (10).
Install the wavy spring washer (12) into the bearing bore
of the stage 2 nozzle.
Support the sun gear end of the s haft. Pr ess the af t

bearing ( 10) onto the s haft by pr essing onto the inner
and outer r ace s imultaneously. Us e pr ess tool per
Figure 21. Press until bearing is seated.
Figure 20. Installing the aft seal into Nozzle 1

701
TDI TURBOTWINÔ
5.2.5 Air Inlet Installation
Place the O -ring ( 24) into the groove on the air inlet
(23).
Install the 2 ² NPT air inlet f lange (23) and secure with
six screws (22). Tighten the six screws to 170 in-lb.
Mark the num ber of s tage 1 noz zles ( usually 6, 12,or

21) onto the O .D. of the unit f or identification of the unit
prior to name plate installation.
5.3 GEARBOX HOUSING

(T112B/T121B, T112D/T121D, T109P/T115P)
5.3.1 Planetary Gear Carrier Reassembly
If dis assembled, pr ess needle bear ing (38) into planet

gears ( 37). T he planet gear s are not identified by part
number, therefore, dimensionally check if correct gears
are being used. Us e table 4 f or over the w ire
measurements.
With a thr ust w asher ( 36) on eac h s ide of gear , s lide

gear into c arrier s haft s lots ( 35), and align with pin
holes.
Lightly slide plant shafts into aligned holes, making sure

snap ring groove on end of pins goes in f irst per Figure
Figure 21. Pressing Aft Bearing onto Shaft 22.
Install the s eal spacer (8) with the s mall end f acing the
aft bearing (10).
Press the lip seal (9) into the stage 2 nozzle using press
tool P/N 2-26943 with lip seal facing up.
Install the stage 2 woodruff key (7) into the shaft (33).
5.2.4 Stage 2 Rotor Installation
Install the s tage 2 r otor ( 6) onto the shaft. Use press

tool P/N 2- 26943 if r equired. Vis ually ins pect that the
key was not pushed out during assembly. Note that the
direction of rotation was oriented properly. T his turbine
can be installed backwards.
Install the r otor washer (5) and secure with screws (4).
Tighten screw to 100 in-lb.
Figure 22. Planet Gear Carrier Shaft Assembly
Install the ex haust s creen ( 3) and bac k plate (2).
Secure with six screws (1). Tighten the screws to 80 in-
lb.

Issued Dec 11, 1998
TDI TURBOTWINÔ
NOTE
Make sure that anti- rotation pins on s hafts are properly
located in retaining slots of carrier shaft (35).
Install snap ring (34) with a snap ring tool.
5.3.2 Gearbox Reassembly
Press the bear ing ( 41) into the f orward s ide of the
gearbox hous ing ( 58, D- 44). Pr essing f orce should be
on the outer race only.
Install r etainer plate ( 46) and s ecure w ith s ix s crews

(18).
Press rear bearing (41) onto carrier shaft (35) using TDI
Tool P/N 52- 20143 per Figure 23. Pr essing f orce
should be on the inner race of bearing.
Install spring washer (42) and bear ing spacer (43) onto
shaft and locate against bearing.
Figure 23. Pressing Rear Bearing onto Carrier Shaft
Position c arrier s haft as sembly (35,41,42,43) into
bearing bore of the gear box hous ing ( 58). Lif t up on
housing and s lide shaft down. If shaft will not s lide into
bearing bore, press housing per Figure 24 until bear ing
is seated (41).
Place gear box as sembly on T DI T ool P/N 2- 20202 per

Figure 25. Install lockwasher (47) and then retainer nut
(48). T orque to 600- 800 in- lb. Tang lockwasher into
retainer nut slot.
Place O-ring ( 14) onto outer diam eter of gear box

assembly.
Thoroughly gr ease planet gear s, ring gear and sun

gear using the grease specified in Table 5 and pack the
center of the gears with grease.
5.3.3 Gearbox to Turbine Housing Assembly
Rotate carrier shaft (35) slightly, and at the s ame time,

align gearbox into the front of turbine housing (26).
Install six screws and torque 90-120 in-lbs.
Figure 24. Installing Carrier Shaft into Gearbox

Housing

701
TDI TURBOTWINÔ
5.5. DRIVE/GEARBOX HOUSING

(T106F/T112F)
5.5.1 Planetary Gear Carrier Reassembly
If dis assembled, pr ess needle bear ing (38) into planet

gears ( 37). T he planet gear s are not identified by part
number, therefore, dimensionally check if correct gears
are being used. Us e table 4 f or over the w ire
measurements.
With a thr ust w asher ( 36) on eac h s ide of gear , s lide

gear into c arrier s haft s lots ( 63), and align with pin
holes.
Lightly slide plant shafts (39) into aligned holes , making

sure snap ring groove on end of pins goes in first.
NOTE
Make s ure anti- rotation pins on shafts are properly
located in the retaining slots of the carrier shafts (63).
Figure 25. Tightening Retainer Nut
5.5.2 Planetary Carrier Bearing Installation
5.4 DRIVE HOUSING
(T112B/T121B, T112D/T121D, T109P/T115P) Install bearing retainer plate (64) over carrier shaft (63)
5.4.1 Bendix Drive Installation Press bearing ( 65) onto s haft m aking s ure pr essing
force is on inner race of bearing only.
Install two woodruff k eys ( 40). Ens ure k eys ar e
properly installed per Figure 26. Place c arrier s haft as sembly onto T DI Tool P/N 52-
20202, s ee F igure 27. T hread r etainer nut (67) onto
Position bendix assembly (57) on shaft with retainer set shaft (63). Hold carrier assembly down and torque nut
screw (53) r emoved. Ins tall s pring ( 52) betw een to 600-800 lb.-in. w ith s panner w rench, T DI T ool P/N
bendix cavity and end of output shaft. Slide bendix over 52-21345.
shaft until s et s crew hole aligns w ith s et s crew hole in
shaft.
Install s et s crew and tighten f irmly. Slip retainer (51)

ring into set screw slot.
5.4.2 Bendix Drive Housing Installation
If disassembled, press needle bear ing ( 62, P- 80) into

drive housing (61) until flush with bottom surface.
Mount drive housing over bendix drive, and align holes

for des ired bendix opening or ientation with starter inlet
connection. Torque bolts and nuts to 90-120 in-lbs.
Figure 26. Woodruff Key Installation

Issued Dec 11, 1998
TDI TURBOTWINÔ
Figure 28. Gearbox/Drive Housing Installation

(T106F/T112F)
Figure 27. Tightening Retainer Nut (T106F, T112F)
5.5.3 Bendix Drive Installation
Install bendix drive (68) into drive housing (69), aligning

bendix shaft into front needle bearing (70).
With s nap r ing tool, ins tall s nap r ing (66)into drive
housing (69).
Align c arrier s haft as sembly ( 63) into bendix dr ive and

push as sembly until s eated agains t s nap r ing ( 66) per
Figure 28.
Install six screws (27) and torque 90 to 120 lb.-in.

701
TDI TURBOTWINÔ
SECTION 6.0 PARTS LIST
The components illustrated and/or described

in this section are for the Turbotwin T100 series
air starters. When rebuilding a T100 series
starter, it is recommended to purchase, and
completely install the appropriate service kit(s).
Key No. Description Part Number

B D F P
1 Screw (6) 11F- 25020-072 ü ü ü
2 Screen Support Ring 2-20831
3 Screen 2-26148
4 Screw 19F- 25028-012 ü ü ü ü
5 Washer 9-93047
6 Rotor 2 2-26604
7 Woodruff Key 9-90211-006
8 Seal Spacer (3) 9-93083-001 ü ü ü ü
9 Seal, Lip (2) 2-26719 ü ü ü ü
10 Bearing (2) 9-91224 ü ü ü ü
11 O-ring (2) 9-90001-027 ü ü ü ü
12 Wave Spring Washer 9-90439 ü ü ü ü
13i Nozzle 2/Containment Ring 2-27333-00R

R.H.
13ii Nozzle 2/Containment Ring 2-27333-00L

L.H.
14 O-ring 9-90001-050 ü ü ü ü
15 Rotor 1 2-26603
16 Woodruff Key 9-90211-009
17 Lip Seal 2-22376 ü ü ü ü
18 Screw (14) 14F-19024-008 ü ü ü ü
19i Nozzle 1, R.H. 21 Noz 2-26718-21R
19ii Nozzle 1, L.H. 21 Noz 2-26718-21L
19iii Nozzle 1, R.H. 12 Noz 2-26718-12R
19iv Nozzle 1, L.H. 12 Noz 2-26718-12L

Issued Dec 11, 1998
TDI TURBOTWINÔ
Key Number Description Part Number B D F P
19v Nozzle 1, R.H. 6 Noz 2-26718-06R
19vi Nozzle 1, L.H. 6 Noz 2-26718-06L
20 Pipe Plug 9-93556-004
21 O-ring 9-90001-034 ü ü ü ü
22 Screw (6) or (12 for 14F-31218-016

ü ü ü ü
T112D/T121D std)
23 Inlet Flange 1-18967
24 O-ring 9-90001-037 ü ü ü ü
25 Set Screw (See Note 1) 52F-50013-016
26 Turbine Housing (See Note 2-27045

1)
27 Screw (6) 14F-25020-016 ü ü ü
28 Pipe Plug 9-93501-004
29 Ring Gear (See Note 1) 1-18780
30 Bearing Spacer 9-93091-001
31 Screw (4) 14F-25020-008 ü
32 Clamping Plate 2-26750
33 Turbine Shaft 2-26554
34 Retainer Ring (3) 9-92001-001
35 Planet Gear Carrier Shaft 2P-20156-006
36 Washer (6) 9-93004
37 Planet Gear (3) 1-19441
38 Needle Roller Bearing (3) 9-91004-001 ü ü ü ü
39 Planet Shaft (3) 2P-20182
40 Woodruff Key (2) 9-90211-019
41 Bearing (2) 9-91351 ü

701
TDI TURBOTWINÔ
Key Description Part Number B D F P
42 Wave Spring Washer 9-90402-025
43 Bearing Spacer 9-93007
44 Gearbox Housing 2-22226
45 Screw (6) 14F-25020-028 ü
46 Retainer Plate 1-18817
47 Lockwasher 9-93061-007
48 Retainer Nut 9-92127-007
49 Drive Housing 2-22301
50i Inertia Drive Assembly, R.H. 2-22795
50ii Inertia Drive Assembly, L.H. 2-22796
51 Retaining Ring Included with item 50 or 57
52 Spring Included with item 50 or 57
53 Set Screw Included with item 50 or 57
54 Needle Bearing 9-91393
55 Adapter Plate 2-22794
56 Screw 14F-31218-020 ü
58 Gearbox Housing 1-18810
59 Lock Nut (6) 9-92107-015 ü ü
60 Screw (6) 11F-31218-024 ü
62 Needle Bearing 9-91005 ü ü
63 Carrier Shaft 3P-20858-006
64 Retainer Plate 2-20855
65 Bearing 9-91356 ü

Issued Dec 11, 1998
TDI TURBOTWINÔ
Key Description Part Number B D F P
66 Snap Ring 9-92001-006
67 Lock Nut 9-92105-008
70 Needle Bearing 9-91380 ü
71 Washer, Flat 9-93018-011
72 Nut, Hex 9-92108-003
73 Cover, Plate 2-20192
74 Screw (6) 11F-25020-072 ü
75 Housing, Exhaust Cover 2-27069
76 Spring, Compression 9-90408-016
77 Post 2-27223
79 Screw (12) 11F-31218-024 ü

80 Needle Bearing 9-91423 ü
Model Overhaul Kit for S/N’s before: 9611-191 Overhaul Kit for S/N’s after: 9611-192
BT 10B-27618 T10B-27634
DT 10D-27619 T10D-27635
FT 10F-27617 T10F-27633
PT 10P-27620 T10P-27636

701
TDI TURBOTWINÔ
Figure 29. Illustrated Parts Breakdown (T112B/T121B)

Issued Dec 11, 1998
TDI TURBOTWINÔ
Figure 30. Illustrated Parts Breakdown (T109P/T115P)

701
TDI TURBOTWINÔ
Figure 31. Illustrated Parts Breakdown (T112D/T121D, Standard Mesh)

Issued Dec 11, 1998
TDI TURBOTWINÔ
Figure 32. Illustrated Parts Breakdown (T112D/T121D, Long Mesh)

701
TDI TURBOTWINÔ
Figure 33. Illustrated Parts Breakdown (T106F/T112F)

Issued Dec 11, 1998
TDI TURBOTWINÔ
SECTION 7.0 ACCESSORIES
SIZE PART NUMBER SIZE PART NUMBER
RELAY VALVES GAUGES

1½" STAINLESS STEEL (AMOT) 52-93505 REAR CENTER MOUNT 52-21982
2" STAINLESS STEEL (AMOT) 52-93505-100 U-CLAMP REAR CENTER 52-21982-100
MOUNT
1½" 316 SST MANUALLY 52-93508-300 BO TTOM MOUNT 52-21982-200
OPERATED
2" 316 SST MANUALLY 52-93508-400
OPERATED
1¼" NPT; BUNA N RLVA-25683-001-1 EXHAUST
1½" NPT; BUNA N RLVA-25683-001-1-01 3" ELBOW KIT T100-27015
1¼" NPT; VITON RLVA-25683-001-2 ECP KIT T100-27068
1½" NPT; VITON RLVA-25683-001-2-01 MUFFLER KIT (21 NOZ) T100-27074
12VDC; 1¼"; BUNA N RLVA-25683-012-1 MUFFLER KIT (6/12 NOZ) T100-27075
12VDC; 1½"; BUNA N RLVA-25683-012-1-01 3" NPT ADAPTER KIT - T100-27651
FEMALE
12VDC; 1¼"; VITON RLVA-25683-012-2 4" NPT ADAPTER KIT - T100-27652
FEMALE
12VDC; 1½"; VITON RLVA-25683-012-2-01 4" STRAIGHT PIPE KIT T100-27791
24VDC; 1¼"; BUNA N RLVA-25683-024-1 3" ELBOW KIT T100-27900
24VDC; 1½"; BUNA N RLVA-25683-024-1-01 EXHAUST ELBOW W/ 3" PIPE T100-28182-001
WELD FLANGE
24VDC; 1¼"; VITON RLVA-25683-024-2 EXHAUST ELBOW W/OUT T100-28182-002
WELD FLANGE
24VDC; 1½"; VITON RLVA-25683-024-2-01
110VDC; 1½"; VITON RLVA-25683-110-2-01 CONTROL & SOLENOID VALVES
120VAC; 1½"; VITON RLVA-25683-120-2-01 1/8" NPT STR CONROL VALVE 52-93504
1/4", 24 VDC, CONDUIT 52-21981
PRESSURE REGULATORS 1/4", 12 VDC, GROMMET 52-21981-002
2" GAS 300 52-93552 1/4", 120 VAC, CONDUIT 52-93506-100
2" GAS 125 52-93553 1/4", 120 VAC, GROMMET 52-93506-200
1½" AIR; MAX 1200 SCFM 52-20724-100 1/4", 24 VDC, CONDUIT 52-93506-300
2" AIR; MAX 1600 SCFM 52-20724-200 1/4", 24 VDC, GROMMET 52-93506-400
1/4" 72 VDC 52-93506-500
Y-STRAINERS
1½" CARBON STEEL BODY, #40 52-93549-100
MESH, SST SCREEN
2" CARBON STEEL BODY, #40 52-93549-200
MESH, SST SCREEN
1½" CAST IRON BODY, #40 52-93550-100
MESH, SST SCREEN
2" CAST IRON BODY, #40 MESH, 52-93550-200
SST SCREEN

701
TORQUE
: T I 12-B, T i 12-0 Performance Curve
POWER
NIII ~ b . f t 12 Nozzles, Natural Gas, 7.5:l Ratio HP l<W
0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

Output Speed, rpm
Section 5 – Cooling System
Vendor Bulletin No.
Coolant System Drawing ..................................... Ajax TP 02-04-T01A-001
Compressor Cylinder Coolant System................. Ajax 02-04-T02A-001
Water Pump and Mounting.................................. Ajax TP 02-04-T03A-001
F1 820 AM Pump,
Illustrated Parts List (8” Impeller) .................................... Ajax
Pump Maintenance Bulletin ............................................ Peerless 4845749
Pump Lubrication Guide.................................................. Peerless 4852918
Thermostatic Control Valve Bulletin ................................ FPE
Butterfly Valve, 2”, O&M Bulletin..................................... DEMCO TC 1512

NOTICE
Cooling system water quality and treatment is
the responsibility of the compressor owner or operator.
Raw Water Quality Limits

pH 7.5 min. – 9.5 max.
Total Hardness 100 ppm - 170 ppm
Chlorides 25 ppm max
Sulfates 20 ppm – 100 ppm
Total Dissolved Solids 300 ppm – 400 ppm
The water treatment should include adequate

antifreeze protection and corrosion inhibitors.
Periodic testing is necessary to assure

freeze and corrosion protection.
The coolant treatment supplier can determine

the level of treatment and the frequency of testing.
! "#
" # !$
Package Coolant Piping
TP 02-04-T01A-001
Note
The pump’s bearings must be lubricated.
Inject grease once per month as follows:
3.0 ounces in the inboard bearing
4.7 ounces in the outboard bearing
Belt Tensioning Procedure

1. Loosen the 4 bolts clamping the
pump’s frame to item 7.
2. Assure correct alignment of the
pump sheave to the engine sheave
for minimum wear.
3. Tighten the 4 bolts clamping the
pump’s frame to item 7.
DO NOT OVERTIGHTEN the belt.

It will cause premature bearing wear or
failure.
4. Check the tension after the first 24

Pump drive belt is not shown.
hours of initial operation, and
Belt p/n is 1020 2131.
retension if necessary. Tighten the
belt by turning the two adjusting
screws (item 5) an equal amount of
CW turns.
Coolant Pump & Mounting

Assembly
TP 02-04-T03A-001
Coolant Pump & Mounting Assembly
TP 02-04-T03A-001
Item Description P/N Qty
1 Belt, 5V 1020 2131 1
2 Sheave, 2 Groove 5V x 5½" SDS 4536 2550 1
3 Pump, Peerless 5027 2825 1
4 Bushing, SDS 1 " Dia., ¼" x 1¾" Key 5240 0611 1
5 Set Screw, ½" x 6" C.P. 6833 1209 2
6 Angle 2 x 2 x ¼ x 7½ Lg. 7004 2020 2
7 Pump Mounting Bracket 802-0403-01002 1
8 Pump Retaining Bracket 802-0403-01003 2
Note:
Some items illustrated are

not used in all assemblies.
Refer to the BOM for items

used for the specific Ajax
assembly.
Peerless Pump Model F1-820AM for Ajax DPC-2802 Series

Peerless F1-820AM Pump for Ajax P/N 5027 2825
Item Description Material P/N

1 Casing Cast Iron order by S/N
2 Impeller, Trimmed to 8" Diameter Bronze V1735B-449
6 Shaft Steel 2681134-492
7 Casing Ring Bronze 284006-186
13 not used, see #65 & #81
14 Shaft Sleeve Bronze 2691519-199092
16 Inboard Bearing Steel Assembly 1100750-000
17 not used, see #65 & #81
17B not used, see #65 & #82
17C not used, see #65 & #83
17D not used, see #65 & #84
18 Outboard Bearing Steel Assembly 266935-000
19 Bearing Frame Cast Iron order by S/N
22 Bearing Lock Nut Steel 2681602-056
24A Impeller Washer Steel 2698080-079
26 Impeller Cap Screw Nylon/18-8 Stainless Steel 2698078-641
32 Impeller Key Steel V2343A-064
40 Deflector Rubber 2675921-118
46 Coupling Key Steel V2377A5
49 Outboard Bearing Grease Retainer Rubber/Steel Assembly 2681122-000
51 Inboard, Bearing Grease Retainer Rubber/Steel Assembly 2681123-000
65 Mechanical Seal Seat Ni-Resist 268716501-000
71 Adapter Cast Iron order by S/N
73A Casing Gasket Fiber V1774A-122
80 Mechanical Seal Rotary Steel (Metal & Spring) 268716501-000
119 Shaft Sleeve "O" Ring Viton 2691534-199
Page 1 of 12
Installation, Operation and Maintenance Manual
DEMCO®
Resilient Seated
Butterfly
Valve
DEMCO Resilient Seated Butterfly Valve Publication

TC1512
Page 2 of 12
Publication TC1512 Published May 2000
DEMCO® is a trademark of Cooper Cameron Corporation

©Cooper Cameron Corporation, Cooper Cameron Valves Division, 2000.
All rights reserved.
Publication DEMCO Resilient Seated Butterfly Valve

Page 3 of 12
Table of Contents
Bill of Materials ................................................ 4

Scope .............................................................. 6
Nameplate Information .................................... 6
Storage .............................................................. 6
Installation ........................................................ 7
Disc to Pipe Clearance ................................ 8
Flange Bolts ................................................ 8
Procedure .................................................... 9
Operation .......................................................... 9
Trouble Shooting ............................................ 10

TC1512
Page 4 of 12
Bill of Materials
Figure 1 - Demco 2" thru 12" Resilient Seated Butterfly Valve
Demco 2" thru 12" Parts List
ITEM REQ'D DESCRIPTION
1. 1 Body
2. 1 Seat
3. 1 Disc
4. 1 Upper Stem
6. 1 Lower Stem
7. 2 Spring Pin
14. 1 Retainer
22. 1 Top O-Ring
23. * Stem O-Ring
24. 2 Bearing
* 4 Req'd for throttling valves only.

Page 5 of 12
Figure 2 - Demco 14" thru 36" Resilient Seated Butterfly Valve
Demco 14" thru 36" Parts List
ITEM REQ'D DESCRIPTION
1. 1 Body
2. 1 Seat
3. 1 Disc
4. 1 Upper Stem
6. 1 Lower Stem
7. 2 Spring Pin
14. 1 Retainer**
23. * Stem O-Ring
24. 2 Upper bearing
25. 1 Lower bearing
* 4 Req'd for throttling valves only.

** 24" 36" Spacer

TC1512
Page 6 of 12
Scope
Demco resilient seated butterfly valves are an pressure and are capable of throttling service.
economical alternative to ball, gate or plug valves They are easily adapted to automatic actuators.
in many applications. They are light weight The Demco butterfly valve is available in flangeless
quarter turn devices with few parts. They are wafer design or single flange tapped lug configu-
designed for bubble tight sealing up to rated ration.
Nameplate Information
4 3 2 1
Figure 3 - Demco Resilient Seated Butterfly Valve Nameplate.

5 6
ITEM STAMP
1 Product ID Number
2 Product Description
3 Body Material
4 Disc Material
5 Seat Material
6 Stem Material
Storage
Demco butterfly valves are shipped in the partial
open position to minimize permanent deforma-
tion of the resilient seat. The disc edge is
contained within the flange faces of the valve to
prevent damage to the sealing area (Figure 4).
Caution: Valves with fail open or closed

actuators are shipped with the disc in the
fail position, and extra care should be
given to prevent damage to the disc
edges.
Valves should be stored in a clean dry area away
from extremes of heat. The resilient seat sur-
faces should be protected from sunlight and
physical abuse.
Figure 4

Page 7 of 12
Installation
Direction -
Demco butterfly valves are bi-directional and will
operate in any position. Normally the valve is
installed with the upper stem pointing upward
(Figure 5). Elevated valves with gear operators and
chainwheels should be installed with the upper
stem pointing down (Figure 6) so the open-closed
indicator is visible from the ground and the chain
does not drag on the pipe.
End-of-Line Service -
Demco tapped lug butterfly valves are suitable for
liquid service end-of-line applications with down-
Figure 5
stream piping removed (Figure 7). Only weld neck
or socket weld flanges can be used for this service.
Since the upstream pressure is excluded between
the flange and the seat face by the exclusive
Demco flange seal, there is no effective force to
slide the seat downstream.
Caution: The valve must not be opened or

closed with the downstream piping re-
moved as the seat might be shifted break-
ing the flange seal and allowing pressure
to slide the seat downstream.
Gaskets
Flange gaskets are not required nor recommended
for use with positive shut-off Demco butterfly
valves. An integral flange seal is molded into the
edge of the rubber seat eliminating the need for
flange gaskets.
Throttling Valves, only, utilize an o-ring stem

seal that must be assisted with flange gaskets for a Figure 6
proper seal.
Flanges -
Steel Class 150 ANSI (or MSS SP-44) weld neck, slip-
on, threaded and socket weld as well as stub end
type C flanges are suitable for use with 2 thru 24
Demco butterfly valves. 30 and 36 Demco
butterfly valves fit between ANSI 125 flanges (or
MSS SP-44).
Other flange types may be applicable also, but
should be thoroughly checked to assure proper seal
makeup. Plastic flanges are subject to damage at
installation by over-tightening the bolting and
may deflect or cup resulting in flange leaks.
Figure 7

TC1512
Page 8 of 12
Disc to Pipe Clearance -

Before beginning installation, disc/pipe clearance
should be checked to avoid the possibility of
scraping the disc edge on the pipe ID and damag-
ing the sealing surface. Minimum pipe ID require-
ments are given in Table 1.
Valve Disc Swing Opens into:

Size Clearance Std Pipe Sch 40 Sch 80
2" 1.467" x x x
2-1/2" 2.144" x x x
3" 2.743" x x x
4" 3.601" x x x
5" 4.582" x x x
6" 5.624 x x x
8" 7.428" x x x
10" 9.382" x x x
PIPE I.D.
12" 11.35" x x x
DISC 14" 12.86" x x
CHORD 16" 14.72" x x
18" 16.61" x x
20" 18.53" x x
24" 22.57" x x
30" 28.67" x
36" 34.70" x
Figure 8 Table 1 - Disc Clearance
WAFER BODY
Flange Bolts -
Recommended bolt and stud lengths for installa-
STUDS & HEX NUTS
tion in ANSI flanges are provided in Table 2.

MSS flanges require longer bolts.
Valve Bolt Wafer Body Lug Body

Size Size Stud Screw Screw
Qty Length Length Qty. Length
"A"(in.) "B"(in.) "B"(in.)
2" 5/8"-11 4 5" 8 1-1/2"
2-1/2" 5/8"-11 4 5-1/2" 8 1-1/2" Figure 9
3" 5/8"-11 4 5-1/2" 8 1-1/2"
4" 5/8"-11 8 5-3/4" 16 1-3/4"
5" 3/4"-10 8 6-1/2" 16 1-3/4"
6" 3/4"-10 8 6-1/2" 16 2"
8" 3/4"-10 8 7" 16 2-1/4"
10" 7/8"-9 12 7-1/2" 24 2-1/4"
12" 7/8"-9 12 8-1/4" 24 2-1/2"
14" 1"-8 12 8-1/4" 24 2-1/2"
16" 1"-8 16 10" 32 3-1/4"
18" 1-1/8"-7 16 10-1/2" 32 3-1/2"
20" 1-1/8"-7 20 11-3/4" 40 4"
24" 1-1/4"-7 20 12-1/2" 40 4"
30" 1-1/4"-7 24 (8) 13-1/2" (4") 56 4"
36" 1-1/2"-6 28 (16) 16" (4") 64 4"
Table 2 - Flange Bolt Size B
Figure 10

Flanges -
Page 9 of 12
Procedure wafer body is equal to the inside of the bolt

The following procedure applies to new installa- circle of the flanges, so the valves are self-
tion between standard ANSI pipe flanges. When centering.) Install the remaining flange bolts.
replacing a valve from an existing installation, 3. Lug bodies have tapped holes coinciding with
clean flange faces and check for excessive corro- those in the flanges. They should be posi-
sion or other damage to the sealing face of the tioned between the flanges and the capscrews
flange. inserted through the flange holes into the
threaded lug holes.
1. Remove the valve from any packaging mate- 4. Tighten all bolts or capscrews in a crossover or
rial. Close the valve disc so that it is contained star pattern to assure even sealing. Tighten
within the flange faces. It is not necessary to sufficiently to assure metal-to-metal contact
fully close the valve; the disc must be con- between the flange face and the metal butter-
tained within the confines of the valve body fly valve body. No further tightening is re-
so it will slip between the mating flanges quired.
without contact with the flanges. 5. Carefully check disc clearance by placing the
2. When installing wafer valves, install the lower valve in the full open position. Any binding or
flange bolts without tightening. Position the scraping should be investigated and corrections
valve between the flanges, within the pocket made.
formed by the flange bolts. (The OD of the
Operation open (Figure 11). When perpendicular to the pipe,

the valve is closed (Figure 12).
Demco butterfly valves should never be operated
without a handle or other means of controlling Worm gear operated
the disc. Worn gear operators are recommended for valves
larger than 6 inches. Clockwise rotation of the
Caution: Failure to restrain the disc under handwheel closes the butterfly valve. Counter-
flow conditions can result in the disc clockwise rotation opens the valve. Gear operators
slamming closed and possible damaged or are always mounted with the input shaft perpen-
broken parts. dicular to the pipe axis for handwheel clearance.
Each operator has an arrow on the top of the gear,
2 thru 12 Demco butterfly valves have flats on
which indicates the OPEN CLOSED position of
the upper stem. 14 and larger valves have a
the valve (Figure 13).
single square key. Stem flats or the square key
indicate valve position. When they are in line
Automated valves
with the flow stream, the valve is open. When
Butterfly valves with their quarter turn operation
perpendicular, the valve is closed.
are easily adapted to automatic actuators for
remote operation. To prevent water hammer,
Manually operated
actuators should close the valve slower than 6 to 8
Demco butterfly valves operate from fully open to
seconds, open-to-close. Rapid closure causes water
fully closed by a 90° turn of the handle. The
hammer which can break or otherwise damage
handle is marked with a flow arrow. When this
valve parts.
arrow is in line with the pipe axis, the valve is
Figure 11 - Figure 12 - Figure 13 -

Valve shown open Valve shown closed Valve with gear operator

TC1512
Page 10 of 12
Troubleshooting
The seat and/or disc is worn or Replace worn parts.*

damaged.
The valve will not seal Foreign matter is present between seat Operate several times to wipe clean.
properly. and disc.
Operator stops are not set properly. Adjust stops to proper setting.
Build up of solids or roughness is on Operate several times to wipe clean or disassemble

The valve is hard to edge of disc. valve and clean disc edge.*
operate.
Operator is not installed properly. Reistall operator in proper alignment with valve
stem.
The valve will not open. Disc hits on side of pipe. Check for proper pipe clearance.
Seat is damaged or worn. Replace Seat.*
The valve is leaking Disc is bent. Replace disc, stems and seat as required.*
around stem.
Correct flange seal leak to prevent fluid
Flange seal is leaking. from migrating behind seat and out stem.
Handle or actuator does not provide Restrain disc with handle or actuator.
The valve closes with line proper restraint.
flow.
Line flow too great. Choose larger valve or slow down flow.
Flange seal surface on seat is damaged. Replace seat.*
Flange leaks. Flange surfaces are damaged or

Clean, repair or replace flanges.
corroded.
Flange bore is too large. Replace with proper flanges.
Clockwise rotation of
Gear operator has been rotated 90o on
Gear Operator handwheel
valve top. Rotate gear operator 90o on valve top to put input
opens valve. Open-Shut
Hand-wheel shaft aligns with pipe shaft perpendicular with pipe axis.
indicators do not coincide
(should be perpendicular).
wth valve disc position.
Automatic actuator slams Speed control valves missing or not Install and/or adjust speed control valves.
valve shut or open. adjusted.
Hard, soft or cracked Replace elastomer seat with compatible material

Heat or chemical damage to seat.
seat damage is present. and/or correct offending fluid conditions.
*Contact your CCV representative for repair manual

Page 11 of 12
NOTES

TC1512
Headquarters

16500 South Main Street, Missouri City, TX 77489-1300
Phone: 281-499-8511, 800-323-9160, Fax: 281-499-6965
Manufacturing

Demco Products
P.O. Box 94700
Oklahoma City, OK 73143
Phone: 405-631-1321, Fax: 405-631-0420
DEMCO® is a trademark of Cooper Cameron Corporation

Section 6 – Cooler
Vendor Bulletin No.
Cooler Drive and Mounting...............................................Ajax 04-03-T020-314
C78-10 Cooler Drawing................................................... ACE 07283-C
Cooler Spec Sheet...........................................................ACE
Spare Parts List...............................................................ACE
Cooler Start Up Procedures........................................................ACE
Cooler Operation and Maintenance Instruction ..........................ACE
Fan O&M Bulletin........................................................................Moore TMC-704
V-Belt Drives, Operation and Maintenance ................................TB Woods TBD-IM

8 7 6 5 4 3 2 1
59 1/2"
51 1/2"
27 5/8"
D 26 1/8" D
22"
21 1/2" 142 3/8"
16 1/8" SEE CL BELOW

15 1/2"
REMOVABLE
FAN GUARD
1" NPT
2 3/16" W/ STD. KEYWAY

FAN ROTATION
2 CW
C C
16"
AIR FLOW
6"
98 9/16"
95 9/16"
97 1/2"
3
LOUVER
2" 3"
8"
64 9/16"
1 15/16" W/ STD KEYWAY
TRAVEL
21"
54 11/16"
41 13/16"
45 3/8"
31 7/8"
24 5/8"
19 3/8"
13 7/16"
B B
6 1/2"
2" NPT
1" NPT
6" OUTRIGGER 8 1/2"
39" 6" 112 1/4" 6" 10"
47" 13 5/8"
59 1/2"
RPM= 567
HP= 16.9 PER FAN
SHAFT END ELEVATION
SIDE ELEVATION
BLADE ANGLE= 19
UNIT: 741501
SEE CL BELOW - THESE DIMENSION (S) ARE SYMETRICAL TAG: 10706
ABOUT THE CENTER OF COOLER. JOB: 07415
DESIGN DESIGN
FLAG SERVICE CL LOUVERS NOZZLES IN NC
NOTES PRESSURE TEMPERATURE
NOZZLES OUT OTHER NOZZLE
AIR COOLED EXCHANGERS, LLC
1 EJW 123.75 N/A 150 PSI 350 Deg F/−20 Deg F (1)2−150RF (1)2−150RF N/A N/A
1. WEIGHT: 5588 POUNDS
SCALE: 1:1 (FIT TO PLOT) DRAWN BY: AID
2. FINISH: ACE std prep. w/ one coat QL-5505 primer
2 IC1 125.75 MANUAL 645 PSI 350 Deg F/−20 Deg F (1)6−300RF (1)6−300RF N/A N/A
DATE: 11/26/2007
ACE MODEL C78−10 CHECKED BY:
A (1)4−600RF A
3 IC2 123.75 W/IC1 1284 PSI 350 Deg F/−20 Deg F (1)4−600RF N/A N/A
3. FAN DRIVEN BY V-BELT DRIVE BY OTHERS CUSTOMER: CAMERON COMPRESSION P.O: 4501434318
4 AC 123.75 W/IC1 1440 PSI 350 Deg F/−20 Deg F (1)3−900RTJ (1)3−900RTJ N/A N/A
4. ASME CODE AND NATIONAL BOARD ON IC1,IC2,AC, BY DATE DESCRIPTION CK’D DRAWING NUMBER REV
07415 −C 0
8 7 6 5 4 3 2 1
1201 SOUTH 9TH - BROKEN ARROW, OKLAHOMA 74012
Ph (918) 251-7477
Fax (918) 258-1833
E-MAIL: MAILHUB@ACE-COOLERS.COM
COOLER PERFORMANCE SPECIFICATION

CUSTOMER CAMERON COMPRESSION PROPOSAL NUMBER 8200PWA
REFERENCE WH2802-L1 for Red Mountain HIdnovichi{AJAX DATE 7/6/2008
2802STD @ 440 RPM AND 422 HP}
MODEL C78-10 PAGE 1
PERFORMANCE OF ONE UNIT
SERVICE EJW AC
FLOW 121.5GPM 3.32MMSCFD
FLUID 50%GLY .557
TEMPERATURE IN, F 165.0 319.0
TEMPERATURE OUT, F 150.0 105.0
INLET PRESSURE, PSIG 69.6
PRESSURE DROP, PSI 8.2 0.5
DUTY, BTU/HOUR 801200 804234
CORRECTED MTD 40.5 56.7
BARE TUBE RATE 191.5 34.8
FOULING 0.00050 0.00200
BARE SURFACE, SQ. FT. 103 408
TOTAL SURFACE SQ. FT. 2471 9746
CONSTRUCTION
NO. SECTIONS 1 1
NO. TUBES/SECTION 54 213
LENGTH 10.0 10.0
NO. ROWS 4 6
NO. PASSES 3 2
COUNTERFLOW
TUBE O.D. AND BWG .75X16BWG .75X16BWG
TUBE MATERIAL SA214(WLD) SA214(WLD)
DESIGN PRESSURE, PSI 150 215
DESIGN TEMPERATURE, F 350/-20 350/-20
NOZZLES-INLET 2-150RF 8-150RFW/EL
NOZZLES-OUTLET 2-150RF 8-150RFW/EL
HEADER TYPE RECT TUBE BOX W/PLUGS
HEADER MATERIAL STEEL SA-516-70
ASME CODE STAMP YES W/NB
GROOVED TUBE SHEET YES
CORROSION ALLOWANCE
PLUGS, TYPE TAPER TAPER
PLUGS, MATERIAL STEEL SA-105
TURBULATORS
ACCELERATORS
LOUVERS AUTO
STRESS RELIEVE NO NO
NDE 100% U.T.
ADDITIONAL CODES
CANADIAN REGISTRATION
ADDITIONAL COUPLINGS 1 2
BYPASS NOZZLE
FINS HYPERF MARINE HYPERF MARINE
AIR DATA
INLET AIR, F 95.0 ELEVATION, FT. 0
OUTLET AIR, F 119.9 TOTAL SCFM 59339
MECHANICALEQUIPMENT
NO FANS 1 HP/FAN 16.7 RPM 605 DIA 78
FAN MOORE SERIES 24 FAN MATERIAL ALUM NUMBER OF BLADES 4 PITCH 16 DEGREES
V-Belt Drive By Others
DRAFT TYPE FORCED
EST SHIPPING WEIGHT 6754 WIDTH 11.7 LENGTH 5.4 HEIGHT 9.3
ACCESSORIES
FINISH ACE std prep. w/ one coat ACE std primer
AIR COOLED HEAT EXCHANGER
SUGGESTED START UP PROCEDURE
Before any start up procedure is begun, a thorough inspection of the Air Cooled
Exchanger should be made.
1.) Be sure all bolted connections are properly tightened.
2.) After tube bundle and piping hydrotest, remove hydrotest connections.
Be sure tube bundle is properly drained, and if required, dried. Connect
process piping and any auxiliary connections.
3.) Inspect all process connection, as well as, vent drain, temperature and
pressure, or any other auxiliary connections to be sure they are plugged
or connected properly.
4.) Check mechanical equipment before starting process through the tube
bundle(s).
a.) Thoroughly check the plenum and fan drive area to be sure all
tools and construction materials are removed.
b.) Rotate the fan by hand and check fan tip clearance and alignment
of belts and sheaves.
c.) Check belt tension.
d.) Check all fan drive bolts to be sure they are properly tightened.
This includes bearing bolts, fan and sheave bushing bolts, set
screws, motor bolts and fan blades attachment bolts.
e.) If air operated auto-variable pitch fans are used, check for proper
pitch with the air off. Fans may go to either minimum or maximum
pitch at air failure. Check specifications for requirements. If fan
pitch is not satisfactory, set pitch per manufacturer's instructions
(see Operation and Maintenance Instructions). If fan pitch is
satisfactory, cycle fan through it's range, using plant air and an air
regulator.
Page 1
f.) If air operated louvers are provided, it is advisable to disconnect
the air motor linkage and cycle the louvers by hand to assure
there is no binding or obstruction of the louvers blades. If binding
occurs, check to be sure louver frames are square. Attaching
bolts may have to be loosened and frames shifted to ease binding.
If louvers operate smoothly, reconnect air motor. Cycle the air
motor, using plant air and an air regulator.
g.) If manually adjusted pitch fans are provided, check fan pitch and
re-pitch per manufacturer's instructions if required.
h.) If manual operated louvers are provided, check for binding of the
blades, as in instruction (f). Operate louvers to be sure there is no
linkage obstruction or binding.
i.) Remove condensate drain plugs, if provided, in electric motors

and other electrical components to drain any condensation that
might have occurred during storage. If space heaters are
furnished in electric motors, louver actuators, controls, etc.,
activate the space heaters and allow approximately 24 hours
before starting equipment.
j.) After all the applicable steps previously stated are completed, the
mechanical equipment may be cycled.
k.) Be sure all personnel and equipment are away from the fan and
fan drive area. For safety reasons, equipment guards should be
installed. Activate the drive motor and let it reach speed. Check
for vibration and excessive noise. If vibration or excessive noise
occurs, immediately shut motor down, and check for loose
connections or insufficient clearance between moving parts. If the
system is running smoothly, replace any guards removed and
move to the next drive and repeat above steps.
5.) Start the process through the tube bundle(s). Open the inlet valves
slowly and let the process "Warm" the bundles slowly. This will allow the
components of the tube bundle to expand at the same rate and lessen the
thermal shock.
Page 2
OPERATING AND MAINTENANCE INSTRUCTIONS FOR ACE COOLERS
IMPORTANT
Before start up, check set screws and bolts in the fan assembly and set screws in
locking collars of all bearings and sheaves. These items should be checked
again several days after start up.
FAN & DRIVE
Although the fan and drive are inspected before shipment, clearance between
the fan blades and the fan ring and guard, and alignment of the fan shaft should
be checked to assure that rough handling during shipment has not loosened
bearing mounting bolts or caused misalignment.
V-belt drives should be adjusted until tight enough to prevent excessive belt
slippage. The belt is generally tight enough when it can be twisted one-quarter of
a turn with the thumb and fore-finger.
LUBRICATION
Bearings should be greased in accordance with normal maintenance practice.

Over-lubrication is the most common cause of bearing failure. In general, about
one cubic inch of grease in each bearing every 2 to 3 months is adequate. The
operating temperature of the bearing may indicate how much lubrication is
required.
Normal temperature may range from “cool to warm to touch” up to a point “too
hot to touch for more than a few seconds” depending on bearing size and speed,
and surrounding conditions. Unusually high temperature accompanied by
excessive leakage of grease indicates too much grease. High temperature with
no grease showing at the seals, particularly if the bearing seems noisy, usually
indicates too little grease. Normal temperature and slight showing of grease at
the seals indicates proper lubrication.
Page 1
TUBE CLEANING
Operating conditions sometimes cause an accumulation of dirt on the outside fin

surface. This can be removed by directing compressed air, or a greaseless
solvent followed by a water spray through the fins in a direction opposite the
normal air flow. The inside of the tubes will require periodic inspection and
cleaning as necessary. Removal of access plugs allows visual inspection, and if
necessary, the use of mechanical tube cleaners.
PLUG LEAKS
Should tapered plugs develop leaks, additional tightening is normally all that is
required. Thread dope may be used if tightening alone is not sufficient. If
shoulder type plugs develop leaks, the gaskets should be replaced. Tapered
plugs that are removed for the tube inspection or cleaning should be replaced in
the same hole.
TUBE LEAKS
Tube leaks can be of two types: (1) leaks in the tubewall itself (usually corrosion)
and (2) leaks in the tube to tubesheet joint. In the first case, it is usually most
practical to plug both ends of the tube with the resulting loss in heat transfer
surface. When so many tubes have been plugged that performance is affected,
retubing will be necessary. If leaks develop in the tube to tubesheet joints, re-
rolling of the tube will be required. Care must be used in selection of the proper
tube expander for the size and BWG of the tube being used. As with all rolled
tube joints, over-rolling must be avoided.
GENERAL
If it is ever necessary to contact our plant for service or replacement parts, it is

essential that our serial number or other identifying data be obtained from the
metal nameplate attached to the cooler. This is the only way to positively identify
the correct parts that may be required.
Page 2
CLASS 10000 FANS
OWNER'S MANUAL
CONTENTS
1.0 CLASS 10000 FANS OWNER'S MANUAL
1.2 INSPECTION
2.0 INSTALLATION
2.2 INSTALL MANUAL HUB AND AIR SEAL
2.3 AUTOMATIC HUB AND AIR SEAL
2.4 INSTALL PNEUMATIC TUBING
2.5 INSTALL AND ADJUST BLADES
2.6 START-UP PROCEDURES
3.0 MAINTENANCE
3.1 PERIODIC INSPECTION
3.2 ANNUAL INSPECTION
3.3 VIBRATION AND UNBALANCE
3.3.5 THROAT FLUTTER
3.4 WARRANTY
3.3.6 FIELD BALANCING
3.5 MANUAL FAN PARTS LIST
3.6 AUTOMATIC FANS PARTS LIST
4.0 OPERATION
4.2 BLADE OVERLOAD
4.3 CAUSES OF IMPROPER BLADE LOADING
4.4 CHECKING BLADE LOAD
4.4.1 SAMPLE GRAPH OF BLADE ANGLE IN DEGREES
4.5 DAMAGING OPERATING CONDITIONS
4.5.3 OBSTRUCTIONS
MOORE FANS LLC, MARCELINE, MO 64658 PHONE (660) 376-3575 FAX (660) 376-2909 E-MAIL info@moorefans.com
Page 1
1.0 CLASS 10000 FANS OWNER'S MANUAL
1.1 ABOUT THIS MANUAL and packed at the factory. If any damage is evident
Moore is as interested, as are its customers, that before or after unpacking, the delivering carrier should
Moore fans operate at top efficiency for many, many be promptly notified so that an inspection may be
years. This manual has been written to achieve that made by the claims adjustor. It is the responsibility of
result and is based on more than fifty years of experi- the consignee to file damage claims with the carrier.
ence as a manufacturer of axial flow fans. Although Moore will not be responsible for shipping
Moore fans represent the highest degree of axial damage, it is requested that any damage, even of a
fan development and are in all respects, regardless of minor nature, be reported to the factory at once.
price, the finest obtainable for their intended purpose.
As for any fine equipment, certain precautions are 1.3 IDENTIFY YOUR FAN’S FEATURES
necessary and certain abuses must be avoided in order The installation instructions which follow will
to insure the best performance over the longest period include some steps for installing fans with features
of time If you have any questions regarding the instal- not provided on you unis(s). Section 2 Getting Started
lation or operation of your Moore fan(s), please contact should be read carefully before installation begins.
the Company for assistance. Moore fans have several unique features. Those unfa-
miliar with these units should read the short summary
1.2 INSPECTION of these important features on the last page of this
All Moore units are carefully balanced, inspected manua l.
2.0 INSTALLATION
2.1 GETTING STARTED
2.1.1 FAN IDENTIFICATION numbers of all fans produced for at least forty years in
Every fan, or group of identical fans, is assigned a Job order to provide proper maintenance advice and in-
Number. This number will be found on the Order Informa- formation on spare parts and replacements.
tion Sheet showing fan specifications. A copy is attached to
this manual. If non-identical fans are shipped together, a 2.1.2 PLANNING THE INSTALLATION
Job Number is assigned to each fan or group and a set of The sequence given for the installation may be
Information Sheets will be included for each Job Number. changed if the conditions warrant. For example, the
The Job Number is written in semi-permanent ink on air seal may be installed on the hub before the hub is
each blade, hub and air seal. All fan parts bearing the same installed on the drive shaft. (In fact, for inverted fans,
Job Number are entirely interchangeable. (Blades of the it is necessary to install the air seal first.) The instal-
same Series and Diameter are also interchangeable between lation should be planned before beginning so that the
Job Numbers.) steps required are taken in the most convenient order.
Fan components covered by more than one Job Num- If you need information not found here, please contact
ber may be crated together. The Job Number that is written Moore.
on each part, however, will make sorting simple. Class 10000 fans are suitable for horizontal or vertical
Each individual fan produced by Moore is assigned a mounting, for electric motor or engine drive and may be
Serial Number. This Serial Number is embossed on a designed for clockwise (right hand) or counterclockwise
permanent metal tag and attached to each fan hub. The Fan (left hand) rotation. Note: Automatic fans can only be
Information Sheet provided for each Job Number lists all of installed for horizontal applications. (Vertical shaft)
the individual Serial Numbers of the identical fans Some drawings illustrating the installation assume
covered by that Job Number so that, in future years, vertical mounting and need to be mentally rotated for hori-
reference to the fan specifications provided will iden- zontal mounting. Be sure to refer to the dimensional
tify the characteristics of each individual fan. drawing(s) provided. These will illustrate the proper orien-
Moore keeps records indexed by serial and job tation of the fan and the rotation direction.
Page 2 MOORE FANS LLC, Marceline, MO 64658 Phone (660) 376-3575 FAX (660) 376-2909 TMC-704 Rev I- 1/06
INSTALLATION
2.2 INSTALL MANUAL HUB AND AIR SEAL
Hub Only Without Air Seal Air Seal Installed on Hub

Installation:
Hub installation instructions Install the bushing in the hub by aligning the threaded
Moore Class 10000 hubs are shipped with Moore Hi- holes on the I.D. of the hub with the slots on the OD of
Torque (HT) Aluminum Bushings. The following the bushing with the cap screws captured between the
paragraph details the installation procedure for these bushing and the hub. Insert the bushing in the hub.
hubs. Using a hex key wrench, sequentially tighten the
Lubrication: socket head cap screws until the bushing is almost fully
If the bushing was pre-installed in the hub at the engaged in the hub. Leave slight play between the
factory, no further lubrication is required prior to bushing and hub to facilitate installation on the shaft.
installation. Place the hub/bushing on the shaft. (Preferably cap
If the bushing was not installed in the hub at the screw heads will be towards free end of shaft.) Insert
factory, it is imperative to apply high quality grease the key, and tighten the setscrew to secure the hub and
to the following surfaces: key to the shaft. Now begin sequentially tightening the
1. The cap screw threads socket head cap screws (approximately 2-3 turns per
2. The underside of the cap screw heads cap screw initially) to firmly engage the bushing in the
3. The bushing taper / hub bore hub and seat the bushing on the shaft. Once the
bushing/hub is firmly seated on the shaft, continue
DO NOT apply lubricant between the bushing bore and
the shaft. tightening the cap screws sequentially until the speci-
fied torque, shown in the following table, is reached.
Bushing Allen Hex Key
FAN
Bushing
OD Head Bold Size Required Torque DO NOT over-tighten cap screws as this could cause
TYPE
HUB
10 mm 50 ft-lb (6.9m-kg)
damage to the hub.
T 3" 12 mm
U 4" 12 mm 10 mm 50 ft-lb (6.9m-kg) Caution:
W 5.5" 16 mm 14 mm 90 ft-lb (12.5m-
X 5.5 " Long 16 mm 14 mm kg) If bushing is expected to see frequent oscillating loads
Z 7" 16 mm 14 mm 135 ft-lb (18.7m- (Greater than 50% of nominal expected Static Torque), Fan
kg)
135 ft-lb (18.7m- should be operated for approximately 15 minutes and then
kg) re-torque bushing cap screws.
To install the airseal:

If the airseal is to be installed on the shaft side of the
BUSHING
fan, cut out the center to provide clearance for the bushing.
Locate the air seal installation hardware in the plastic
CAP SCREWS bag taped to one of the hub tubes. Install the air seal studs
on the appropriate side of the hub tube. Finger tighten.
ROD END Place one resilient washer on each stud as shown in
the drawings at left. Place the air seal onto the studs and
install the remaining hardware, following the sequence
AIR SEAL
shown in the drawings. Do not lubricate this end of the
studs.
RESILIENT HUB
WASHER Note that the diameter of the resilient washers, before
TUBE
they are compressed, is slightly less than the diameter of
the aluminum washer. Tighten each nut until the resilient
washer's diameter is the same as the aluminum washer. Do
not overtighten. Overtighteness exists when the resilient
washer has expanded in diameter larger than the diameter
of the aluminum washer.
ALUMINUM
NUT
ALUMINUM Note: Some air seals are provided with more mounting
WASHER holes than may be required. This is done intentionally
to make the air seals more interchangeable between
RESILIENT
WASHER units. For example, an air seal with 8 mounting holes
AIR SEAL STUD can be used with either a 4-blade or an 8-blade unit.
AIR SEAL INSTALLATION ON HUB
TMC-704 Rev I- 1/06 MOORE FANS LLC, Marceline, MO 64658 Phone (660) 376-3575 FAX (660) 376-2909 Page 3
INSTALLATION
2.3 AUTOMATIC HUB AND AIR SEAL

2.3.1 HUB INSTALLATION
FAN HUB
BUSHING STUD WASHER

Automatic Hub Only Without Air Seal
STAINLESS STEEL BUSH-
If the (3) stainless steel bushing studs are not already ING STUD
installed in the fan hub, install them at this time. Hand-
Q D BUSHING
tighten only.
Slip the bushing onto the shaft and check the key for
STAINLESS NUT
proper fit. Be sure the shaft is completely through the
(Specially Coated)
bushing but not extending beyond it. The end of the shaft
should be flush with the top of the bushing.
Carefully clean the bore of the hub and the outside of BUSHING MAXIMUM TORQUE
SIZE FT-LBS M-KGS
the bushing with a clean, dry cloth. Use no lubricants in this
installation. Use of lubricants can cause hub breakage. SF 20 2.77
Do not clean or alter the lubricant coating on the hex SHAFT E 40 5.53
nuts. J 90 12.44
Air seals are installed by the factory whenever crating
requirements permit. If the air seal is already installed, lift the
hub by grasping the hub tubes or clevises. Do not lift the hub
by the air seal.
Lower the hub onto the bushing with the (3) stainless
steel studs provided in the hub extending through the bush-
ing flange.
Place the stud nuts on the studs and tighten the nuts
alternately, keeping the pull on all of them as nearly equal as
possible while drawing the hub onto the bushing until the
bushing tightly grips the shaft. Caution should be used to
prevent the hub from cocking on the bushing.
Tighten the nuts to the torque shown in the table at Air Seal Installed on Automatic Hub with
right. Do not over-torque. Excessive torque can cause hub or Positioner
bushing breakage.
ALUMINUM NUT
To install, air seal locate the air seal installation hard- ALUMINUM WASHER
ware in the plastic bag taped to one of the hub tubes. Remove
RESILIENT WASHER AIR SEAL
the protective plastic caps from the bolts or studs. Place one
aluminum washer and one resilient washer on each bolt or
stud as shown in the drawings below. Lower the air seal onto
the bolts or studs and install the remaining hardware, follow- RESILIENT WASHER
ing the sequence shown in the drawings. Do not lubricate UPPER TO LOWER
ALUMINUM WASHER
this end of the bolts or studs. PLATE BOLT
Note that the diameter of the resilient washers,

before they are compressed, is slightly less than the FAN HUB
diameter of the aluminum washers. Tighten each nut
until the resilient washer's diameter is the same as the
aluminum washer. Do not overtighten. Overtight-
eness exists when the resilient washer has expanded AIR SEAL INSTALLATION ON AUTOMATIC
in diameter larger than the diameter of the aluminum HUB
washer.
INSTALLATION
2.4 INSTALL PNEUMATIC TUBING

2.4.1 AUTOMATIC HUB WITH STANDARD POSITIONER
Connect the special flexible hoses provided to the B

Flexible Hoses
instrument port "A" and the supply port "B" shown in the Connected to Supply A
drawing. Use the elbow provided on one hose so that the and Instrument Ports
hoses will be parallel. Support the positioner while tighten- on Positioner
ing all fittings to prevent rotary union damage.
The flexible hoses supplied must be used and a slight Pressure Requirements
amount of slack should be left when connecting to rigid P.S.I. Kg/Cm2
piping to relieve any abnormal loading of the rotary union Control 3 to 15 0.21 to 1.05
internal bearings and seal. (Std) (Std)
The ends of the hoses must be capped if not coupled to Supply 35 2.45
the system piping immediately. The flexible hoses provided MAXIMUM SUPPLY PRESSURE:
terminate in 1/4" N.P.T. male fittings. 50 P.S.I. (3.5 Kg/Cm2)
2.4.2 FOR POSITIONER WITH FAIL LOCKED IN LAST POSITION

When a fan is specified to fail locked in last position, "source air supply". The flexible hoses provided must be used
pressure is retained in the actuator chamber if the system and a little slack must be left in them to prevent damage to the
pressure falls abruptly. This retained pressure prevents bearing or seal in the rotary union.
the blade angle from changing when a failure occurs in the When the system is charged, normal pressure at the
system supply pressure. valve keeps it in the open position and flow occurs in either
Connect hoses "A" to the instrument port as de- direction between the positioner and the supply actuator. If
scribed in 2.4.1. Hose "B", which is normally connected to the system pressure fails, the valve automatically closes,
the supply port is to be connected to the fitting labeled retaining pressure in the actuator.
INSTRUMENT INPUT A
SOURCE AIR SUPPLY
Note:
After installing hub onto bushing: Check the hub and positioner for run out.
Maximum run out of positioner in the horizonal direction is ± 1/8" (3mm)
If outside the tolerance adjust the bushing nuts slightly to level the fan hub.
INSTALLATION
2.5 INSTALL AND ADJUST BLADES

2.5.1 INSTALL BLADES
MANUAL BLADE CLAMP
AUTOMATIC BLADE Clamp
ROD
END
HUB TUBE
RESILIENT
MOUNTS
BLADE
BOLT
NOTE: AUTOMATIC Blade clamp's

require higher torque setting see sec-
tion 2.5.2
NOTE: MOUNTING BOLT SUPPLIED WITH BLADE

GREASE ON THREADS AND CONICAL FACE
lightly. A 3/4" drive torque wrench with a short extension

BEFORE INSTALLING BLADES. . . . may be used. The blade mounting bolt is supplied from the
Check to see that the hub is level. If the drive shaft is not
factory with grease on the threads and conical face. Do
truly horizontal (or vertical), causing the hub to be cocked, it will
NOT clean the grease from the bolt.
be difficult to adjust blade angles accurately. Eccentric rotation Complete the installation of one blade by holding the
of the fan can also cause serious vibration problems. blade so that the blade extends straight out from the hub
If misalignment, vibration or unbalance in the system is tube. Holding the blade in this position, tighten the bolt
present, it will be more easily identified and corrected at this time.
using a torque wrench set to 200 ft-lb (28 m-kg) making
sure the rod end and the resilient mounts seat.
After installing the first blade, manually rotate the
Moore fan blades are carefully balanced to the same moment at the
fan while moving the blade tip in and out to be sure the
factory. Any Class 10000 blade of the same series and diameter
blade clears the ring or throat at all points. When the blade
may be installed on any hub furnished on the job. They are
is held in alignment with the blade tube (that is, straight
completely interchangeable.
outward from the hub), it should clear the fan ring by a
Moore Class 10000 Heavy Duty Fans are designed
distance adequate to provide for any relative motion be-
for engine drive and other applications with the more
tween the fan wheel and the ring. Excess clearance between
severe requirements of this service. Proper installa-
the blade tips and the ring, however, should be avoided to
tion, with particular attention to tightening nuts to the
prevent backflow which seriously reduces fan efficiency. If
specified torque, is essential to maintain the design
clearance is excessive, the diameter may be adjusted at this
integrity of these units.
time. See Section 2.5.2.
Install one blade: Clean any dirt or grease from the rod end
Install the rest of the blades so that they are identical
and the surfaces of the resilient mounts. Align the rod end hole
with the first blade. Torque all bolts to 200 ft-lbs (28 m-
with the holes in the resilient mounts and insert the blade
kg). If blades are installed properly, they will return to
mounting bolt first through the resilient mount with the
their undisturbed position if the tips are pressed in the axial
recess to accept the bolt head, then through the rod end
direction with moderate force (10 to 20 lb).
hole and screw the bolt into the second resilient mount
2.5.2 ADJUST BLADE ANGLE

Hubs are shipped from the factory with the rod end set angle when required may result in blade overload. The
for the blade angle indicated by the design performance. A causes of improper blade loading are explained in Section
change in blade angle is sometimes necessary, however, to 4.3 of this manual. Section 4.4 "Checking Blade Load"
adjust to actual site conditions. Failure to adjust the blade provides a simple method of determining the maximum
INSTALLATION
blade angle allowable in terms of static pressure vs blade HEAVY DOTTED LINE
angle. Please refer to these sections before increasing INDICATES LOCATION FOR
blade angle. MEASURING BLADE ANGLE
- Manual or Automatic
To adjust, loosen the Clamp Nut just enough to
allow the blade to be turned. Place a inclinometer on the
flat surface of the mounts end as shown in the illustra-
tion at right. Turn the blade until the desired angle is
achieved.. Make a permanent record of the final angle
selected and take care that all blades on the fan are set
at the same angle. A typical adjustment may be +/- 3o.
The maximum recommended blade angle is 30o.
Retighten the Clamp Nut to 18 ft-lbs (2.5 m-kg) for
Manual and 50 ft-lb (7 m-kg) for the Automatic while
holding the blade in this position. Recheck each blade
angle before tightening.
WARNING: The fan is designed to consume the

horsepower stated on the Fan Specification Sheet. The
engine drive typically produces far more power than the fan
can absorb. Too great an increase in blade angle can cause
serious blade overload which will stall the blades. In this
condition, the fan will actually deliver less air and blade life
may be shortened. Blade load considerations are discussed
in Section 4.0 Operation in this manual.
CLASS 10000 AUTOMATIC HUB DETAIL
NOTE: CLAMP DIFFERENCES
2.5.3 ADJUST DIAMETER IF REQUIRED

At times it may be necessary to adjust the fan changed as discussed in the previous section. A match
diameter to suit a particular ring. To do so, loosen the mark may be made at a point on the threads and the tube
clamp nut so that the rod end can be rotated in the before turning to assure that exactly one revolution is
hub tube. One complete revolution will increase or made. Tighten the clamp nut to 18 ft-lbs (2.5m-kg) for
decrease the radius of the fan by .059" (1.5 mm) for manual and 50 ft-lbs (6.9m-kg) for the automatic.
manual and .087" (2.2 mm) for automatics. Take care Maximum adjustment possible is about +/- 0.75" (19
that the clevis is returned to exactly the factory-set mm). At least 1.0" (25 mm) of rod end threads must remain
angle unless it is intended that the blade loading be in the tube.
2.6 START-UP PROCEDURES

Before starting the fan, manually check all bolts or stop the fan and observe the blades as the fan comes
nuts to see if they are tightened. Take care not to exceed to rest. All of the blades should return to their
the stated torque limits. original position at the same rate.
Manually rotate the fan while checking each blade Inspect the inner surface of the fan ring and
for proper clearance. the blade tips for any indication of scoring.
Start the fan and watch it in operation. All blades The horsepower given on the Fan Specifica-
should move to the same operating position, indicating tions is the calculated horsepower (at the fan shaft)
that the blade angles are properly set and that all blades that is required for the specified performance. Con-
are equally loaded. If vibration or unbalance is evident, sult the factory or the fan curve before increasing
see Section 3.3. the blade angle for the fan to consume more than
After the fan has been operating for several minutes, the specified horsepower.
MAINTENANCE
3.0 MAINTENANCE
3.1 PERIODIC INSPECTION
3.1.1 PURPOSE 3.1.4 CRACKS, DENTS AND CORROSION

Fan failure is most likely the result of destruc- Skin cracking may be caused by the tips dragging
tive repetitive stress acting over a period of time. on the fan ring, or it may be the result of long-term
These stresses may be caused by mechanical abuse, fatigue due to continued operation under conditions
e.g. rough gears or drive shaft imbalance, or by of vibration or unbalance as discussed in Section 3.3
aerodynamic abuse such as blade overload or ab- which follows. Skin cracking can also be caused by
normal flow conditions. Fortunately, these stresses continued operation under overload conditions as dis-
manifest themselves in typical ways that may easily cussed in Section 4.3 Causes of Blade Overload.
be detected on inspection if one knows what to look Cracking in air seals can occur if the airseal has
for. The purpose of this section of this manual is to been improperly installed. See Section 2.2. Check to
describe the symptoms of potentially damaging me- be sure the resilient washers are present and the nuts
chanical problems and how they can be corrected. properly tightened.
Aerodynamic abuses are covered in Section 4.0 Op- The fatigue strength of materials, whether metal
eration. or plastic, may be lowered by long-term exposure to
water.
3.1.2 FREQUENCY OF INSPECTION Dents in blades are caused by objects falling into
The frequency of inspection varies widely in the fan or the fan striking some obstacle. Minor dents
accordance with the severity of service and a suit- may sometimes be repaired by drilling a small hole in
able inspection schedule should be developed with the center of the dent and pulling outward on the
experience over time. During the first week of blade skin. Blades may be ordered from the factory for
operation, at least one inspection should be made. replacement. If there is any evidence of this type of
At these initial inspections, in addition to the items damage, the hub should be carefully inspected as
listed below, check all nuts for tightness to make discussed in Section 3.1.6 which follows.
certain that all were tightened properly at installa- The Type 5052 aluminum, a marine alloy, used as
tion. Take care not to exceed the stated torque lim- the blade material on Moore fans works well with
its. Following the first week, it is probable that either fresh or sea water. Waters that are acid, alka-
inspections of the fan need be made no more line, or contain copper salts, however, should be
freqently than inspection of the drive. avoided for all aluminum alloys. If you have ques-
tions regarding the suitability of the fan materials
3.1.3 BLADE ANGLE AND RUNNING POSITION under certain water conditions, please contact the
Turn off the unit and watch the blade tips. A factory.
looseness in the clamp bolt will permit a blade to
flatten in angle. This usually can be detected by 3.1.5 HUB INSPECTION
looking at the tips of the blades while the fan is If damage to the fan has occurred, the hub should be
slowing down. At the same time, before the unit carefully inspected since subtle damage may have been
comes to a complete stop, watch the track of the caused that is not readily apparent. Check the hub for any
blade tips to see that all blades move to the same sign of bending or twisting of the hub tubes. Hub tubes
operating position. If one or more blades is at a cannot be replaced in the field on manual fans and a new
substantially different position than the other blades, hub should be ordered.
or if all of the blades are at a different position than Bushings are frequently cracked during a fan wreck
at the last inspection, investigate further. This con- and should be carefully inspected. Damage may occur to
dition may be caused by a damaged resilient mount, the studs that attach the hub to the bushing. It is a good
requiring blade replacement. idea to replace the studs when replacing a damaged fan
blade.
As with any industrial equipment, before entry into fan chamber, strict adherence to
ALL Lock-out / Tag-out procedures is well advised!
MAINTENANCE
3.2 ANNUAL INSPECTION

3.2.1 CLEAN BLADES IF INDICATED 3.2.3 CLOSE INSPECTION
A smooth blade surface is essential for efficient The yearly inspection should be a very thorough
fan performance. If an incrustation forms on the one. All nuts and bolts should be checked and careful
blades it should be removed. Use steel wool as an scrutiny given to all highly stressed areas.
abrasive along with a mild detergent or a very mild Inspect the resilient mounts as follows: With the
form of solvent. Lye must not be used because it fan turned off, grasp each blade and feel for looseness
attacks aluminum readily. at the mount. If in doubt, the blade should be removed
and the mount assembly visually inspected. Wear is
indicated by a fretting effect and the resilient mount
3.2.2 CHECK SYSTEM PRESSURE material will show signs of extruding from the cavity.
Radiator sections may be effected by the accu- If these indications are not apparent, replace the blade
mulation of dust and dirt in some atmospheres. (Cot- and continue normal operations.
tonwood seeds are particularly troubling.) These ac- Inspect the blade tips for any signs of cracking
cumulations may significantly increase the static pres- and the fan ring for any scoring that might indicate that
sure. Adjust the blade angle if necessary as described the blades have been striking or rubbing against the fan
in Section 4.4 Checking Blade Load. ring.
3.3 VIBRATION AND UNBALANCE

3.3.1 GENERAL are negligible. A rotating centrifugal load of 100 pounds,
No piece of rotating equipment is perfectly bal- due to unbalance, would be extremely objectionable
anced. It is always possible that the minute unbalances and possibly even damage the structure on which the
of the various components may combine to provide a drive was mounted. By contrast, it would be unlikely that
noticeable lack of balance. This rarely occurs, since it is the drive shaft of a fan, of perhaps 25 HP, would be
unlikely that all unbalanced components will become supported on bearings rated less than 2000 or 3000 pounds
assembled with their heavy sides in the same direction. radial load. For higher horsepowers, the bearing capacity
Nevertheless, if unbalance is noted, the various compo- would be correspondingly increased. From this it is evi-
nents should be rotated into different positions to see if dent that speed reducer or drive shaft bearing failure
this might cure the unbalanced condition. could never be caused by moderate or even objectionable
If vibration or unbalance occur, either at the time fan unbalance.
of installation or later during the operation of the unit,
its cause may be determined by following the directions 3.3.3 BELT DRIVE UNITS
below. The more common causes of vibration in belt drive
units are not the drives themselves but the result of shafts
3.3.2 FAN UNBALANCE that are too flexible or non-rigid supporting members.
Vibration is most likely to be caused by the fan if Vibration can be caused by misalignment of the sheaves or
the blades are not set at the same angle. If the blades are poorly adjusted belt tension. Consult the manufacturer of
properly set, the fan is the least likely cause of vibration. the drives for information. The quickest way to identify
All fan components are balanced to within ±0.2 ft-lbs. the cause of vibration in belt drive units is to operate the
If the fan is in an unbalanced condition, the fre- fan with the blades removed.
quency of vibration of the structure will be that of the
RPM of the fan and is quite low. In the case of large fans, 3.3.4 ROUGH GEARS
the frequency is often low enough to be mentally counted Continued operation on rough gears and bearings is
along with the rotation of the fan. A vibration of 500 almost certain to develop cracks in the blade skins. Rough
RPM or less will be felt as a weave in the structure rather gears may be of two types:
than a vibration. Below 400 RPM, the vibration may be 1. Rough or failed bearings in the drives or gears will
mentally counted and above that point may be read with result in a high frequency vibration being transmitted into
a frequency meter. the fan where some areas of the skin will respond to the
Before assuming fan unbalance, check for loose frequencies applied. Cracks will appear in the blade skin
bearing seats or bearings journaling the shaft on which and eventually, in some areas, the skin may actually fall
the fan is mounted. This condition will cause the shaft to away.
rotate eccentrically, throwing the weight of the fan off- 2. The other type of rough gear occurs when the
center, resulting in unbalance of the frequency of the output shaft accelerates and decelerates with each pinion
fan RPM. tooth engagement. With a six tooth pinion and a motor
After all checks have been made and the fan is still speed of 1800 RPM, or 30 cycles per second, this gear
determined to be unbalanced, field balancing may be misalignment impresses upon the fan a vibrating frequency
accomplished as described below in Section 3.3.6. of 30 x 6 = 180 cycles per second. If the engagement of teeth
It should be noted that the loads imposed on the is also included, the frequency is 360 cycles per second. This
drive shaft and its supporting bearings by fan unbalance type of high frequency vibration is at least as serious as that
caused by bad bearings.
MAINTENANCE
3.3.5 THROAT FLUTTER
Any fan that is effectively moving air at the tips vibration, reduce the angle of the blades until the
of the blades will develop a reduced pressure area fan is doing little or no work. If the vibration
(or suction) on the fan throat or ring at the tip of the ceases under this condition, it is certain that throat
blade. This suction tends to draw the throat toward flutter is present when the blades are loaded.
the tip of each blade, which means that a four blade
fan would tend to draw the throat into something 3.3.6 FIELD BALANCING
approaching a square while a six blade fan would Unbalance in older fans may develop be-
draw it into something resembling a hexagon, etc. cause of some structural change or by installing
Since the fan is rotating, the effect on the throat is one new blade on an old fan where the existing
that of continually drawing it into a rotating poly- blades had changed in weight in the course of
gon. The resulting throat flutter is frequently mis- operation.
taken for fan unbalance. Use wire to attach a small weight in succes-
A substantial throat or ring will be sufficiently sion to each of the air seal studs until the best
rigid that flutter will not exist. A weak or flexible location for the weight is found. The weight should
throat, particularly when used with a fan of a low then be increased or decreased until the best bal-
number of blades, will be greatly affected by this ance is achieved. The permanent weight may then
type of vibration. Throat flutter is easily detected be secured to the stud or hub tube, whichever is
due to the fact that it is invariably of a frequency of the most convenient for the type and shape of
the fan RPM times the number of blades on the fan. weight to be used. One or more pieces of metal
Throat flutter will cause no damage to the fan shaped like a washer could be placed over the stud,
so long as the throat does not disintegrate and fall on the hub tube, behind the stud, or over the threaded
into the fan blades. It may be eliminated by stiffen- portion of the rod end. Aluminum or stainless weights
ing or bracing the throat. should be used and weights should not be attached to
If in doubt that throat flutter is the cause of the blade skin.
3.4 WARRANTY
MOORE FANS LLC (the Seller) warrants only to Buyer, apply to damage on account of misuse, neglect or accident
as its purchaser for resale, that the fans manufactured or shipping damage, or if repairs or part replacements
and sold by Seller to Buyer under this Agreement will have been made or attempted without Seller's prior
be free from all defects in material and workmanship written authorization. SELLER SHALL NOT BE LIABLE IN ANY
under ordinary use for a period of two (2) years from EVENT FOR ANY INCIDENTAL OR CONSEQUENTIAL DAMAGES FOR
the date of shipment or one (1) year from the date the BREACH OF THIS OR ANY WARRANTY . THIS WARRANTY IS IN LIEU OF
fan is installed on a customer's premises, whichever ALL OTHER GUARANTEES OR EXPRESSED WARRANTIES AND ALL
occurs first. This warranty period shall apply only if IMPLIED WARRANTIES , INCLUDING THE IMPLIED WARRANTIES OF
Seller receives written notice of any defect within the MERCHANTABILITY AND OF FITNESS FOR A PARTICULAR PURPOSE.
warranty period. Upon receipt of such notice, Seller, at DUE TO THE VARIETY OF CONDITIONS UNDER WHICH THE FANS MAY
its option, may require Buyer to return the fan at BE USED, RISKS OF RESULTS OBTAINED FROM USE OF THE FANS,
Buyer's cost to Seller for inspection by Seller. If the fan WHETHER USED ALONE OR IN COMBINATION WITH OTHER PRODUCTS,
is found to be defective on inspection by Seller, as a IS ENTIRELY BUYER'S. T HE ABOVE LIMITATIONS ON DAMAGE AND
sole and exclusive remedy, Seller will, at its option, EXCLUSION OR LIMITATION OF IMPLIED WARRANTIES ARE NOT APPLI-
either repair or replace the fan. This warranty shall not CABLE TO THE EXTENT PROHIBITED BY STATE LAW.
MAINTENANCE
3.5 MANUAL FAN PARTS LIST
NOT TO SCALE: SOME DIMENSIONS

AND ANGLES HAVE BEEN
2 EXAGGERATED FOR CLARITY
8 3
5 6 4
7
12
9 SHOP
DWG. PART
NO. NO. DESCRIPTION
10
1 2883 ROD END CLASS 10000 HEAVY DUTY
1 4269 ROD END CLASS 10000 STANDARD DUTY
11 2 2871 RESILIENT MOUNT, THREADED
3 2867 RESILIENT MOUNT, RECESSED
13 4 2886 24MM ALUMINUM BLADE MOUNTING BOLT
5 3028 8MM X 50MM SS CLAMP BOLT
6 3029 8MM SS CLAMP NUT
7 3081 SS LOCK WASHER
8 3073 ROD END CLAMP

14
9 52 5/8" RESILIENT WASHER
10 169 16MM ALUMINUM NUT
11 151 5/8" ALUMINUM FLAT WASHER
12 3033 16MM AIR SEAL STUD
13 4698 12MM HEX BOLT FOR T BUSHING (2)

4153 12MM HEX BOLT FOR U BUSHING (4)
4154 16MM HEX BOLT FOR W BUSHING (4)
4159 16MM HEX BOLT FOR X BUSHING (4)
4159 16MM HEX BOLT FOR Z BUSHING (8)
14 T BUSHING (3" )
U BUSHING (4" )
W BUSHING (5.5")
X BUSHING LONG (5.5")
Z BUSHING (7")
PARTS LISTS
3.6 AUTOMATIC FANS PARTS LIST
HUB TYPE CSP
2
DETAIL AA
DETAIL AA FOR HUB WITHOUT POSITIONER 3
FOR HUB WITH POSITIONER
4
2 3 4 5 12 7 8 9
5
14
13
6
7
1 SEE DETAIL AA
8
10
11 15
16
17
35 36 37 38 39
34
26 27 28 29 30 31 19 32 18
40 33 19 20 21 22 23 24 25
NOT TO SCALE: SOME DIMENSIONS AND ANGLES

HAVE BEEN EXAGGERATED FOR CLARITY
SHOP SHOP
DWG. PART DWG. PART
NO. NO. DESCRIPTION NO. NO. DESCRIPTION
1 2624 CSP UNION ASSEMBLY (WITH POSITIONER) 23 1616 10 MM X 45 MM ALUMINUM ANCHOR

2 1625 10MM STAINLESS STEEL NUT (3) TEE BOLT (4/BLADE)
3 733 3/8" SEALED WASHER (3) 24 1345 10 MM S S STUD FOR QDSF BUSHING (3)
4 771 10 MM X 30 MM STAINLESS STEEL BOLT (6) 1347 12 MM S S STUD FOR QDE BUSHING (3)
5 179 3/8" FIBER WASHER (6) 1558 16 MM S S STUD FOR QDJ BUSHING (3)
6 162 UNION PLATE 25 1346 10 MM S S NUT FOR QDSF BUSHING (3)
7 163 UNION PLATE GASKET 1348 12 MM S S NUT FOR QDE BUSHING (3)
8 159 STAINESS STEEL STOP STUD (3) 1559 16 MM S S NUT FOR QDJ BUSHING (3)
9 257 12" STANDARD STAINLESS STEEL 26 QDE, QDJ, QDSF TYPE BUSHING
AIR HOSE ASSEMBLY WITH 1/4" NPT 27 152 5/8. ALUMINUM LOCK WASHER (4/BLADE)
EXTERNAL THREADS BOTH ENDS 28 1530 18 MM X 302 MM ALUMINUM HUB STUD
10 21 POSITIONER 29 16 DIAPHRAGM ACTUATOR
11 210 1/4" BRASS STREET ELL 30 167 16 MM X 70 MM ALUMINUM BOLT
12 344 5/8-18 LH LOCKNUT (FOR ROD END CLAMP)
13 264 CS ROTARY UNION 31 169 16 MM ALUMINUM NUT
14 186 CS UNION ASSEMBLY WITH HARDWARE 32 ROD END
15 1532 18 MM ALUMINUM HEX NUT 40 2872 SMOOTH BORE MOUNT
16 164 3/4" ALUMINUM FLAT WASHER 33 2871 THREADED MOUNT
17 52 5/8" RESILIENT WASHER 34 BUSHING STUD WASHER
18 2886 16 MM X 108 MM ALUMINUM CLEVIS/BLADE BOLT 35 HUB TUBE ASSEMBLY WITH HARDWARE
19 644 SMALL CLEVIS CLAMP 36 PISTON STRUT ASSEMBLY WITH HARDWARE
20 RANGE SPRING 37 PISTON PLATE
21 RETURN SPRING SHIM 38 CYLINDER PLATE
22 RETURN SPRING 39 HUB PLATE
OPERATION
4.0 OPERATION
4.1 AERODYNAMIC ABUSE
4.1.1 ABOUT THIS SECTION . . . . Under such conditions, the unit stresses in the blades
It is widely acknowledged that the kinds of mechani- would not be expected to vary more than plus or minus
cal abuse described on the preceding pages are destructive 50%. Fan design based on such assumptions is entirely
for all types of operating equipment. It is less well recog- reasonable and, with proper drives and installation
nized that — for fans — aerodynamic stresses are an even conditions, has proven highly successful.
more serious hazard. This section deals with the causes of
destructive aerodynamic stresses and how they can be
avoided.
4.1.3 ABNORMAL CONDITIONS
Although this information is given primarily for the
Abnormal operating conditions result in destruc-
benefit of operators of Moore equipment, it may be applied
tive repetitive stresses that can seriously shorten fan life.
to fans of any manufacture.
The aerodynamic abuses discussed in this section can
Unlike smaller fans, which are typically furnished
cause repeated flexing of the fan blades and hub. Violent
complete with their surroundings, the large fan wheel is
displacement of the resiliently mounted Moore fan blades
supplied as an unprotected component of the system and
may occur — a greater displacement than would occur in
is installed in innumerable types of surroundings. Not
rigidly mounted blades. The resilient mounting, of course,
only do the types and conditions of the drives for these fan
minimizes the structural unit stresses which would be
wheels vary widely, but the entrance and exit conditions
transmitted to the root of the blade and into the hub and
and the enclosure for the wheel assume a myriad of pos-
drive. Although Moore units may be expected to resist
sible combinations. In designing his product, the manufac-
greater stress than units of conventional design, such
turer of fan wheels must anticipate the operating condi-
repetitive stresses may exceed the capability of the resil-
tions based upon his knowledge of what is reasonable and
ient mounts to absorb them. If so, fatigue of the mounts
customary for the industry. He may over-design for abnor-
and metal may develop, adjusting linkages may wear,
mal stresses only until the practical limit is reached to
and ultimate failure becomes a possibility.
avoid excessive weight, cost and inefficiency.
Some of the abuses set out in the following text
4.1.2 NORMAL OPERATING CONDITIONS are far less important than others. All of them may
The fan manufacturer assumes a fairly reasonable atmo- occur in varying degrees.
sphere for the operation of his product, including the Specifically, abuse due to serious repetitive stresses
following: can lead to mount failure and, if carried to extremes, can
The fan selection will be reasonably in line with the require blade replacement. In units of other manufacture
performance the unit is expected to maintain, with an with rigidly mounted blades, repetitive stresses of this
adequate blade area for the pressure required at the
given RPM. Blades will not be loaded beyond their type may lead to blade breakage, probably near the root
capacity to maintain air flow. or at the point of attachment to the hub where stresses are
highest, or may lead to failure of the hub itself. The
A fan ring will be provided that is round, rigid and of resilient mount design, unique with Moore fans, dampens
a depth at least sufficient to cover the tips of the these vibrational forces and results in a fan that is far less
blades. Tip clearances will be uniform and controlled. vulnerable to failure from these conditions than other
units with rigidly mounted blades. Even so, extreme
The approach air will represent a relatively uniform
and axial flow with, of course, some unavoidable conditions can cause damage.
turbulence expected. Adequate open area will be A well-designed fan can be expected to operate
provided at the inlet of the fan. for many years without trouble under normal opera-
tion as described above. The extreme repetitive stresses
Major obstructions will not be present at either the described below, however, will certainly reduce the life
inlet or discharge of the fan. of the fan, causing failure many years sooner than
would occur if the fan were operated as intended.
The RPM of the fan will be within the design limits.
Fortunately, these destructive conditions are readily
The relative direction and velocity of approaching air observable to someone who is knowledgeable about
to the blades will be fairly constant and protection them, and they can be corrected with reasonable effort
will be provided from extreme wind conditions. and expense once they are observed.
OPERATION
4.2 BLADE OVERLOAD

Of all the aerodynamic abuses to be avoided in the operation vibration throughout the aircraft as the flow alternately
of a fan, the most important is that of overloading the fan makes and breaks. Anyone who has experienced a stall in
blades. Blade overload occurs because of insufficient blade an airplane will be familiar with this violent phenomenon.
area: In other words, when there is an inadequacy in the A fan blade is no different than an airplane wing
number of blades on the fan selected. except that the air usually is being deflected upward rather
The Moore system of rating is based upon the pressure than downward, the convex side of the blade being the
that each blade will produce at a given RPM with good lower surface rather than the upper surface as in the case of
efficiency. This pressure is called 100% blade load. When an airplane. The result of blade overload is identical: When
blade load exceeds 110%, the fan will not only operate at blade load exceeds that allowable, a violent vibration will
lower efficiency, it may be subject to structural damage as take place in the blade as the laminar, or uniform, flow
well. makes and breaks perhaps many times a second.
In selecting a fan, the total pressure divided by the Another way of looking at this problem is to
pressure to be produced by one blade determines the num- consider that the available number of blades are set at
ber of blades required for the anticipated performance. too steep an angle to be able to move air at the axial
Whenever information is available, The Moore Company velocity which is necessary to maintain a smooth flow
checks the selection. Even so, underestimation of the pres- over the convex surface. In other words, to move air
sure requirements by the system designer, or changes in the at the velocity necessary for this blade angle, plus
operating conditions over time, may result in overload overcoming the static resistance of the system, the
conditions. total pressure which would have to be maintained for
Why is a blade overload condition of such concern? an air flow corresponding to this angle is greater than
We are all aware of the fact that an airplane traveling at a
the total pressure capability of the given number of
given speed can carry only a certain load. If the speed of the
blades at this RPM. Such a condition can only be
airplane is decreased or the load increased, stalling flow over
corrected by decreasing the blade angle until smooth
the wing will occur. In the case of an airplane, approximately
flow is obtained or by increasing the number of blades
two-thirds of the lift provided by the wing is the result of the
and the total pressure potential of the fan until the
air flow over the top or convex portion of the wing. Lift is
fan’s pressure potential equals the pressure necessary
provided as a reaction to the flow of air being accelerated and
to move the specified quantity of air through the
deflected downward as it passes over the wing. A negative
system.
pressure area is thus formed on the top surface of the wing
Continued operation under conditions of stall-
which tends to lift it upward.
So long as air flow over the wing is smooth and clings ing flow, or blade overload, will significantly shorten
to the surface of the wing, little turbulence is present. When the life of the fan. Operation under these conditions
the load is increased, or the speed decreased, the angle of the will also reduce efficiency to a ridiculously low figure.
wing to the air stream must be increased to a point where the See the chart under Section 4.4 Checking Blade Load
air flow breaks away from the upper surface of the wing. which follows. Note that although air flow remains
This is known as stalling or burbling flow, since the air, constant or decreases, horsepower continues to in-
instead of clinging to the wing, breaks away near the leading crease with increased blade angle.
edge and leaves what might be called a turbulent void above In conclusion, if a given fan, in a given installation,
the upper wing surface, nullifying the accelerated flow can only absorb forty horsepower, for example, the
which was responsible for the greater part of the lift of the blades may be pitched up to consume fifty horsepower
wing. without any increase in air delivery, and possibly with a
When this occurs, the wing loses a large portion of its decrease. As a result, the extra ten horsepower is totally
lift. Flow, however, will re-establish briefly and break again, wasted -- perhaps worse than wasted. It is good practice
the cycle being repeated continuously, resulting in a severe to select a sufficient number of blades so that blade load
will amount to slightly less than 100% of full blade load
when consuming 100% of the rated fan horsepower.
There are a number of reasons for allowing this safety
factor which are set out in detail below.
AIRFLOW IN NORMAL FLOW AIRFLOW IN STALLING FLOW

Downward flow provides lift to the wing Note lack of air deflection downward.
OPERATION
4.3 CAUSES OF IMPROPER BLADE LOADING

4.3.1 VARIATION FROM PREDICTED blade will flow around the tip and nullify the negative
CONDITIONS pressure on the underside of the blade for some dis-
Although those who design air coolers and cooling tance in from the tip. For a fan of, say, 12-ft diameter,
towers undoubtedly do their best to accurately state the the last 12 to 18 inches of the blade could be producing
calculated static resistance of the system, a number of no pressure whatever and performing no useful func-
factors may cause the actual conditions to vary from tion. The balance of the fan blade toward the hub then
the design conditions. When a variation occurs, it must produce a higher pressure to compensate for the
may be found, upon testing, that the static pressure portion near the tip.
for a given volume through the system is higher Excessive tip clearance also leaves an unswept
than anticipated. In this case, the number of blades area between the tip of the blade and the fan ring. Air
provided may be inadequate to meet the perfor- that has been pumped by the fan will return down-
mance. On the other hand, the static pressure may ward through this unswept area at a velocity greater
have been overestimated and excess blade area pro- than that at which it passed through the fan in the
vided, resulting in a fan with unutilized capacity desired direction. This condition adds even further to
operating at low efficiency. the requirements of the portion of the blade which is
Inadequate Blade Area: The blade angle is doing the work and efficiency will be greatly reduced.
selected to move the anticipated volume of air and With the loss of a foot at the tips of the blades,
the number of blades is selected to maintain the plus the back flow between the tips and the ring, the
total anticipated pressure required to move this 12-ft fan in this example might be considered an effec-
volume at a given RPM. If the static pressure turns tive 10-ft fan. It would have to deliver sufficient air to
out do be higher than predicted, the fan may then satisfy the performance requirements of the installa-
be operating in an overload condition. If the RPM tion, plus the amount of air which is returning in the
cannot be increased, the only solution to this condi- void between the tips and the throat. Under such
tion is to reduce the blade angle until the fan can circumstances, excessive blade loading could occur
carry the then reduced volume at the originally even though the required system pressure is not
anticipated pressure. Since reducing the volume, achieved.
while holding the total pressure as originally an-
ticipated, can only reduce the horsepower, it is 4.3.3 POOR ENTRANCE CONDITIONS
then impossible to consume the horsepower origi- Air will approach the fan from all possible direc-
nally intended without overloading the fan. This is tions, increasing in velocity as it nears the opening,
one of a number of reasons for providing some then accelerating rapidly as it enters. The air approach-
safety factor in blade loading at the time of original ing from the side must be turned through 90 O to enter
fan selection. a ring whose entrance terminates in a flat plate. If the
Excessive Blade Area: Occasionally, an ex- inlet end of the ring projects some distance out, with
cessive number of blades may be specified in the approach possible from all directions, a portion of the
interest of making a conservative selection. If the air must be turned through 180 O . The inertia of the
static pressure has been overstated, the theoretical approaching air prevents it from turning sharply and
number of blades will be greater than needed. This advancing parallel to the desired flow. It consequently
theoretical number of blades is usually a fractional swoops toward the center, leaving the outer area of the
number and the actual number of blades used must, fan with reduced flow or even reverse flow near the
of course, be the next larger integer, resulting in ring.
some "safety factor" in the selection. If, in addition, The effect of poor entrance conditions is similar
a blade or two is added as a "safety factor" or in to that previously described for excessive tip clearance
anticipation of increased future requirements, it in that the effective diameter has been reduced and
may be impossible to meet the original perfor- excessive blade loading could occur even though the
mance requirement efficiently. The only way to required system pressure is not achieved. Efficiency
provide the original performance and draw no more will be greatly reduced.
than the original horsepower is to flatten the blade
angle. There is a limit, however, in how far the 4.3.4 EXCESSIVE DEFLECTION
blade angle may be reduced before further reduc- The pressure which the fan can achieve is dependent
tion will decrease airflow without a further reduc- upon the square of the velocity of the blades relative to the air.
tion in horsepower. For belt drive units, the most If the air could be moved into the fan in an axial direction and
practical solution to this problem is to reduce the passed through the fan into the discharge without changing
RPM of the fan. direction, the relative velocity of the blades to the air stream
would be the true velocity of the blades at any point. This, of
4.3.2 EXCESSIVE TIP CLEARANCE course, is not the case. For the blades to accomplish work upon
Unless the fan ring is very close to the tip of the air, they must also deflect the air in the direction of rotation
the blade, air from the high pressure surface of the of the fan. The air when rotated with the fan is moving with
OPERATION
a certain velocity in the same direction as the rotation of the capability of the fan, even though it does not reach the full
fan, which reduces the relative velocity between the fan rated pressure.
blades and the air by some portion of this rotational velocity.
Moore fans are designed in contemplation of a maxi- 4.3.5 CONCLUSION
mum deflection of 50o at the hub, decreasing to a very small As can be seen by the various points discussed in this
value at the tip. This deflection is considered in the determi- section, there are a number of complex factors which tend to
nation of the pressure which may be provided by each blade cause fans to be operated in a condition of improper blade
over its full length. If fans are selected, or if conditions exist, loading which can shorten fan life or lower efficiency. When
which cause the deflection to exceed 50o at the hub, the blade angles are set to consume the specified horsepower (at
velocity of the blades relative to the air is less than antici- the fan shaft), the resulting performance should be very close
pated and the blades will not provide the rated pressure. The to the specified performance. If this is not the case and the
test below, however, will show the full allowable pressure problem cannot be identified or corrected, please contact
Moore for assistance.
4.4 CHECKING BLADE LOAD

One method of checking blade load is to run a ings. Keep increasing the angle and following this
complete field test on the fan. Although laborious, procedure until the motor is fully loaded, in which
this method will provide ample proof so long as case the fan is able to consume full rated fan horse-
neither excessive tip clearance nor poor entrance power without overload OR until the curve which
conditions are present. If either are present, how- will have started on a definite slope begins to ap-
ever, the conditions set out above under Section proach the horizontal. It will be noted that the static
4.3.3 would apply and the fan could be overloaded pressure will be consistently increasing with in-
even though the total pressure indicated by the test creased blade angle until the blade loading reaches
was within the allowable blade loading. maximum, at which point it will level off.
A better, more convenient and simpler method Subsequent increases in blade angle may have
of detecting blade overload, or determining maxi- quite different effects, depending on the individual
mum allowable blade angle, is set out below. The installation. The static pressure curve may merely
equipment needed is a wrench, a torque wrench, a stay level or may drop off sharply. In rare cases, it
protractor and a draft gauge (or manometer). may level off and again start rising as the fan begins
All fans are shipped with the blade angle set for operating as a centrifugal blower.
the anticipated performance requirements furnished Typical examples are shown in dotted lines on
to The Moore Company by the purchaser. This blade the chart opposite. Operation beyond the first point
angle is called out on the Fan Specification Sheet. This of levelling, or in the area of the dotted lines, is
angle refers to the angle measured at the location indicative of blade overload. Note that power con-
shown in Section 2.3.3. Hubs are shipped with the sumption load will continue to increase even though
clevises set at this angle. the fan has passed into overload condition. The
To start the test, adjust the blades to an angle maximum blade angle allowable is that which pro-
of approximately half that called out on the speci- duces a static pressure about 5% below the point
fications or measured on the units. Connect the where the curve becomes level. This represents a
draft gauge to as quiescent a spot in the plenum as safe loading, and the blades may be set and left at
possible, preferably in the corner of the plenum this angle regardless of the location on the chart,
and either ahead of or following the fan, depending assuming the motor is not overloaded.
upon whether the application is induced or forced The point so selected will also approximate the
draft. Since the figures obtained are purely rela- point of the most efficient operation of the fan. Due
tive, it is not necessary that accurate static pressure to possible error in static pressure predictions, or in
readings be obtained, but rather that the readings readings which are intended only to be relative, as
taken represent a consistent series of pressures at well as other variables, the final blade setting chosen
the point of reading chosen. may fall below or above the specified static pressure.
Start the fan and record on the chart provided A typical performance chart is shown opposite
the blade angle and he static pressure indicated. for a fan capable of a higher blade loading than
Advance the blade angle by one or two degrees and origianally specified. A blank chart is also provided
repeat the performance, recording again these read- for your use.
OPERATION
1.2 120
SELECTED BLADE ANGLE
1.1 110
1.0 FULL LOAD AMPERES 100
% RATED FAN HORSEPOWER

FACTORY-SET BLADE ANGLE
STATIC PRESSURE
.9 90
.8 80
STATIC
.7 PRESSURE 70
FINAL % RATED FAN HP
.6 60
.5 50
.4 40
BLADE ANGLE VS % RATED FAN HP
.3 30
.2 20
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
4.4.1 Sample Graph of Blade Angle in Degrees
Note in the chart above that static pressure (and air flow) has 5% below the point where the static pressure curve becomes level.
reached its maximum at an 11 degree blade setting and blade The horsepower curve has been added to illustrate the point that
overload is beginning. With further increase in blade angle, any- in an overload condition, horsepower will increase without in-
thing may happen, as indicated by the dotted extensions into the creased performance.
shaded overload area. Note that the final selected blade angle is
STATIC PRESSURE
BLADE ANGLE IN DEGREES
BLANK CHART FOR CUSTOMER USE
OPERATION
4.5 DAMAGING OPERATING CONDITIONS

4.5.1 GENERAL
In the case of a fan blowing inward in a short ring,
Any condition which causes repeated blade loading
the condition is even more critical. In such an installa-
and unloading is detrimental to fan performance, both in
tion, the air on the inlet side of the fan has a horizontal
terms of efficiency and structural durability. Normal
velocity which may be quite high. It is necessary for the
obstructions, of course, must be expected in the air stream.
fan to pick up this air and direct it inward. In a strong
There are certain conditions, however, which may be
wind, the angle of air moving through the fan may be
avoided by reasonable attention to the points briefly dis-
increased more than 45O.
cussed in this section. Additional information on the
The illustration above assumes a fan operating with
importance of inlet and discharge conditions can be found
a tip speed (VB) of 10,000 feet per minute (114 miles per
in Moore's General Catalog.
Ideally, air should approach a fan in an axial direc-
tion and at a uniform velocity over the area of the fan. Air
approaching a fan at an angle tends to increase the rela-
tive velocity of the blades to the air on one side of the fan
and decrease the relative velocity on the other side. This
means that the fan blade during one-half of its revolution
is picking up a heavier air load due to the higher relative
velocity and, through the other half of its revolution, a
lower air load as it goes "down wind". The net result is a
repetitive loading and unloading of the blades at each
revolution of the fan. This condition can be quite serious
if the velocities are high and the angle of approach devi-
ates considerably from axial.
4.5.2 WIND
With a vertically mounted fan blowing outward
into the wind and surrounded by a short fan ring or stack,
high winds may cause some concern. The farther the ring
extends beyond the fan, the less effect would be expected
from wind. It is a fact, however, that wind across the face
of the ring will affect the direction of air flow well down
into the ring. In the case of a fan installed near the outlet hour) with a horizontal component of wind velocity (VW)
of the ring, the direction from axial of the fan discharge of 20 miles per hour. Note that the velocity (VR) of the fan
may be increased by as much as 45O under high wind blade relative to the air varies by a factor of 1.43. The
conditions. blade load varies as the square of this velocity, or 2.05.
THE EFFECT OF AIR LOAD ON HUB AND DRIVE In conventional fans with rigidly attached blades,
Moore fan blades are attached to the hub by a pivot. the bending moment at the shaft due to the air load is
As the fan rotates, centrifugal force causes the blades to equal to the load (FA) multiplied by the distance from the
rise (as do the blades of a helicopter). The air load (FA) is fan centerline to the point of application of the force on the
uniform over the blade, but there is a point (shown on the blade (RF). This moment will be from 2 to 4 times as great
blade in the drawing below) where, if the total load were as that produced by the Moore fan under the same condi-
applied at that point, the effect would be the same. The
resultant of the air load (FA), assumed in this example to
be downward, and the horizontal centrifugal force (FC) is
the force on the blade (FB). The blade automatically posi-
tions.
Also of concern with the conventional fan is the
tions itself in the direction of this force with the result that bending moment due to the air load at the point of
the force is translated inward to the pivot point, as illus- attachment of the blades to the hub since this is usually the
trated by the dotted line. The effect of this arrangement is structurally weakest area of the fan. The moment due to
exactly as if the total air load (FA) were applied at the pivot the air load at this point is the load (FA) times the distance
point rather than at the point outward on the blade. The (D). For the Moore fan, this moment is zero since the
maximum bending moment applied to the shaft by the air blades are attached at the pivot point.
load is equal to the load (FA) multiplied by the distance A more complete discussion of the Moore fan de-
from the fan centerline to the pivot point (RP). sign can be found in The Moore Company’s General
Catalog.
OPERATION
In this rather common wind condition, then, it can be seen the fan area completely blanked off. Such a condition would cause
that the blade load on the side where the blade is going against stalling of the fan blade through one-half the revolution but create
the wind will be double the load on the side where the blade is a condition of overload in the half which was not blocked off.
going with the wind. In a 40 mile per hour wind, the blade load Excessive vibration would result. Any condition which forces the
would vary by a factor greater than 4. In a 60 mile per hour wind, air to approach the fan in a non-axial direction should be avoided.
the load would vary by a factor of more than 10! It is obvious that
operation under such conditions will impose tremendous repeti- 4.5.4 UNEVEN TIP CLEARANCE
tive loadings on the fan blades. Where fan rings are out of round or not centered with the
In areas of unusually high wind velocities, it may be fan, the tip clearance of each blade will vary as it makes a
advisable to shield the fan in some manner. revolution. If tip clearance is tight at one point and excessive at
another, proper flow will establish itself at the tight point, loading
4.5.3 OBSTRUCTIONS the blade to the very tip, while at the loose point the air will flow
Obstructions of one type or another in the air stream, ahead from the high pressure side of the blade through the opening
of or beind the fan, are to be expected. In fact, it would be between the blade tip and the ring and nullify the negative
virtually impossible to eliminate all obstructions. Structural pressure on the under side of the blade. This will unload the
supporting members, foundations and the like, need not be of blade near the tip within the area of excessive tip clearanc e.
serious concern although all obstructions, even small ones, will Under this condition, the blade will load and unload near the
increase the static pressure and must be taken into consideration tip one or more times per revolution, resulting in an undesir-
by the system designer in specifying the fan performance. able repetitive vibration. Every effort should be made to keep
The total free area from which the fan can draw air should the tip clearance to a minimum and to have this clearance as
be twice the net area of the fan (fan area minus hub area). In other constant as possible around the entire ring.
words, the air approaching the inlet of the fan should have no
more than half the velocity of the air passing through the fan. This
area should be distributed reasonably uniformly. It would be
unwise to attempt to operate a fan with one-half or one-third of
Mechanical VBD-IM
Installation and
Maintenance of
V-BELT DRIVES
Po we r i n g Yo u r S u c c e s s
®
Contents
3
4
6
®
V-Drive Inspection and

Maintenance Procedures
1
®
2
®
3
®
Belt Selection
4
®
Classical Minimum*
Belt Section Pitch Diameter
Narrow Minimum
Belt Section Sheave Diameter
5
®
6
®
Safety Tips
7
®
Drive Installation
8
®
Tapered Size & Thread Ft.-Lbs.

Bushing of Cap Screw To Apply With
Torque Wrench
9
®
10
®
For Installation (Subtract) For take-up (Add)

Belt
Length 3VX 5VX 8VX
& 3V & 5V & 8V All
3V Banded 5V Banded 8V Banded Cross Sections
For Installation (Subtract) For take-up (Add)

Belt
Length AX BX BX CX CX DX DX
Designation & & & BP & & CP & & DP All
AP BP Banded CP Banded DP Banded Cross Sections
11
®
Tensioning V-Belt Drives
12
®
13
®
Small Sheave Drive Ratio

Belt Speed 4.0 &
Section Dia. 1.0 1.5 2.0
Range over
Arc Factor Arc Factor

D—d Contact D—d Contact
C Degree Ac K C Degree Ac K
14
®
Narrow Narrow Cog Classical Classical Cog

Factors
3V 4V 8V 3VX 5VX AP BP CP DP EP AX BX CX DX
15
®
16
®
NARROW BAND CLASSICAL BAND CLASSICAL COG BAND
Ts CROSS SECTION
Per
Strand
(lbs.) 5V 8V BP CP
3V DP BX CX DX
5V1700 5V1800 8V1700 8V1800 BP144 Over CP144 Over All All All
& under & over & under & over & under BP144 & under CP144 Sizes Sizes Sizes
17
®
Trouble Shooting V-Belts
18
®
19
®
20
®
21
®
SURE-GRIP® SHEAVE FEATURES
Wood’s sheaves are constructed of fine grain, high tensile cast iron, and have been carefully engineered
to assure maximum performance over a long life span. Behind each sheave is one of the most extensive
engineering design and testing programs in the industry .
DESIGN INTEGRITY MACHINING

TB W ood’s Incorporated has been a leading TB Wood’s Incorporated has numerous
supplier of cast iron pulleys, v-belt sheaves, machining facilities throughout North America.
synchronous belt sprockets and Sure-Grip Each is equipped with modern CNC equipment
mounting bushings since the inception of these and capable of doing high precision machining.
products. W e are committed to the continual Statistical process controls are in place in each
improvement of our standard products and location, and each has been ISO-9000 certified.
special or MT O products through design, mate-
rials and quality enhancements. For example, SPECIFICATIONS
new product designs are typically computer TB Wood’s products are manufactured to conform
generated and then verified using finite element to or exceed recognized industry standard
analysis before CAD drawings are made. This specifications. The following is a listing of some of
enables W ood’s to quickly and accurately quote these specs.
on any special needs, and to relay the tool paths
for new designs quickly from engineering to the ANSI/RMA IP-20 Classical V-Belt Sheaves
shop floor. ANSI/RMA IP-22 Narrow V-Belt Sheaves
FOUNDRY PROCESSES ANSI/RMA IP-24 Synchronous Sprockets
TB W ood’s Incorporated has a modern state-of-
the-art foundry in Chambersburg, P A where cast MPTA QD-1 QD Bushing Guideline
iron and ductile iron castings are produced. This
captive foundry operation not only gives W ood’s MPTA SPB Pulley Balance
the control needed to obtain standard high quality MPTA SAS V-Belt Sheave Arm Stress
castings as they are required, but also enables
them to produce any special requirements in a MPTA SF Pulley Surface Finish
minimal amount of time.
1201 SOUTH 9TH - BROKEN ARROW, OKLAHOMA 74012
Ph (918) 251-7477
Fax (918) 258-1833
E-MAIL: MAILHUB@ACE-COOLERS.COM
COOLER PERFORMANCE SPECIFICATION

CUSTOMER CAMERON COMPRESSION PROPOSAL NUMBER 9006PW
REFERENCE UGD Gai{AJAX 2802STD @ 440 RPM AND 422 HP} DATE 1/20/2009
MODEL C72-9 PAGE 1
PERFORMANCE OF ONE UNIT
SERVICE EJW IC AC
FLOW 121.6GPM 3.86MMSCFD 2.50MMSCFD
FLUID 50%GLY .557 .557
TEMPERATURE IN, F 165.0 257.0 214.0
TEMPERATURE OUT, F 150.0 130.0 120.0
INLET PRESSURE, PSIG 307.0 363.0
PRESSURE DROP, PSI 8.2 2.9 1.9
DUTY, BTU/HOUR 801800 530556 252173
CORRECTED MTD 41.4 62.7 44.6
BARE TUBE RATE 216.9 84.4 78.9
FOULING 0.00050 0.00200 0.00200
BARE SURFACE, SQ. FT. 89 100 72
TOTAL SURFACE SQ. FT. 2135 1594 1138
CONSTRUCTION
NO. SECTIONS 1 1 1
NO. TUBES/SECTION 52 70 50
LENGTH 9.0 9.0 9.0
NO. ROWS 3 4 4
NO. PASSES 3 2 2
COUNTERFLOW
TUBE O.D. AND BWG .75X16BWG .625X16BWG .625X16BWG
TUBE MATERIAL SA214(WLD) SA214(WLD) SA214(WLD)
DESIGN PRESSURE, PSI 150 645 1800
DESIGN TEMPERATURE, F 350/-20 350/-20 350/-20
NOZZLES-INLET 2-150RF 4-300RFW/EL 3-900RFW/EL
NOZZLES-OUTLET 2-150RF 4-300RFW/EL 3-900RFW/EL
HEADER TYPE RECT TUBE BOX W/PLUGS BOX W/PLUGS
HEADER MATERIAL STEEL SA-516-70 SA-516-70
ASME CODE STAMP YES W/NB YES W/NB
GROOVED TUBE SHEET YES YES
CORROSION ALLOWANCE
PLUGS, TYPE TAPER TAPER SHOULDER
PLUGS, MATERIAL STEEL SA-105 SA-105
TURBULATORS
ACCELERATORS
LOUVERS AUTO W/IC
STRESS RELIEVE NO NO NO
NDE 100% U.T. 100% U.T.
ADDITIONAL CODES
CANADIAN REGISTRATION
ADDITIONAL COUPLINGS 1 1
BYPASS NOZZLE
FINS HYPERF L-FOOT HYPERF L-FOOT HYPERF L-FOOT
AIR DATA
INLET AIR, F 100.0 ELEVATION, FT. 7
OUTLET AIR, F 126.3 TOTAL SCFM 55485
MECHANICALEQUIPMENT
NO FANS 1 HP/FAN 16.2 RPM 605 DIA 72
FAN MOORE SERIES 24 FAN MATERIAL ALUM NUMBER OF BLADES 4 PITCH 18 DEGREES
V-Belt Drive By Others
DRAFT TYPE FORCED
EST SHIPPING WEIGHT 4366 WIDTH 9.9 LENGTH 5.2 HEIGHT 8.0
ACCESSORIES
FINISH ACE std prep. w/ one coat ACE std primer
Section 7 – Compressor
Vendor Bulletin No.

Performance Request Form ................................ Ajax
Performance Runs................................................ Ajax
Illustrated Parts List, 13” Cylinder....................... Ajax F-0000
Illustrated Parts List, 9.5" x 5.75"” Cylinder......... Ajax DAECT-0000
Rod Packing Manual ..................................................... C.L.Cook TBP 97U

NOTICE:
Cameron – Ajax ® furnishes compressor design performance to assist

you in compressor operation. If operating conditions change beyond
the ranges shown, new performance conditions can be obtained by
supplying your Cooper Compression Sales Representative with the
information on the accompanying form.
Alternately, our sizing software, eAjax ™, is available for your use without
charge. It is Windows® based, and user-friendly. If you have access to the
World Wide Web, go to www.aciservicesinc.com/ajax to download a
current version of the software.
WARNING!
Improper setting of variable volume pockets, fixed volume pockets,

valve unloaders, improperly de-activated ends, or other unloading
devices can result in dangerous operation and possible damage and/or
injury to equipment or personnel. Operating this unit without
clearance and unloading information can result in failure due to
overloading, excessive rod loads or high temperature.
Fill out and return to: Cameron Compression Systems- Ajax
Application Engineering
2101 Southeast 18th Street
Oklahoma City, OK 73129-8351
Or Fax: 405-672-8103
Package Contract Number:
Engine Model & S/N:
Compressor Cylinder Model & S/N:
Site Elevation (Feet):
Max. Ambient Temperature (Deg. F):
Suction Gas Temperature (Deg. F):
Gas Specific Gravity:
Gas “N” Value:
Design Suction Pressure (PSIG):
Anticipated Suction Pressure Range (PSIG):
Design Discharge Pressure (PSIG):
Alternate Discharge Pressure (PSIG):
In addition to the above data a complete gas analysis should be supplied.
Return address for performance:
_______________________
Cameron Compression Systems, Ajax Division eAjax Performance Software
DATE: Tuesday, November 14, 2006 Version = 02.05.02

TIME: 11:20:37 AM
QUOTE: MidCon DPC-2802LE 13x9.5x5.75

MODEL: DPC-2802LE 2-Throws
CYLINDER ON THROW #1: YK11F [13] (HE equipped with a manual VVP.) {Poppet Valves}
CYLINDER ON THROW #2: YK11DAEAT [9.5]/[5.75] (HE equipped with a manual VVP.) {Plate Valves}
ARRANGEMENT: One Double Acting Cylinder Stage-1, One Tandem Cylinder for Stages 2 & 3.
Elevation (ft): 1,500.0 Barometric Pressure (psia): 13.911

Ambient Temperature (°F): 105.0 Gas to be Compressed: Natural Gas
Gas Gravity: 0.6500 Ratio of Specific Heats: 1.2600
Gas Compress. Used: Redlich-Kwong Rated Speed (RPM): 440
BHP Available for Compression: 367.9 Non-lube Factor: 1.00
Standard Conditions: Base Pressure of 14.6500 psia and Base Temperature of 60.00°F.
Suction and Discharge Pressures are considered measured at the skid edge.
Run ID#-->> 1 2
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
* Cyl. Bore Diameter (in): 13.00 9.50 5.75 13.00 9.50 5.75
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Max Gas RL-Cmpress (lbs): 12970 13062 13062 13701 14322 14322
Max Gas RL-Tension (lbs): 12298 16853 16853 12905 16653 16653
Max Net RL-Cmpress (lbs): 10128 11477 11477 9841 12852 12852
Max Net RL-Tension (lbs): 9106 14767 14767 10253 15076 15076
Min Rod Reversal (°): Passed Passed Passed Passed Passed Passed
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Fixed Clearance (%): 12.60 13.50 0.00 12.60 13.50 0.00
* HE Set Clearance (%): 12.60 13.50 0.00 30.48 13.50 0.00
* HE's VVP Setting (in): 0.00 0.00 0.00 2.75 0.00 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 12.11 13.50 10.30 21.22 13.50 10.30
Z-Suction: 0.9944 0.9846 0.9555 0.9927 0.9828 0.9511
Z-Discharge: 0.9924 0.9821 0.9539 0.9903 0.9802 0.9495
Minimum HE VE Suct. (%): 72.5 78.4 100.0 49.0 78.7 100.0
Minimum CE VE Suct. (%): 74.3 100.0 86.0 78.6 100.0 87.5
Suction Press. (psig): 20.0 112.3 358.8 30.0 127.0 396.7
Discharge Press. (psig): 114.6 360.4 900.0 129.5 398.5 900.0
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 250.8 278.3 252.7 229.3 276.3 239.2
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Compression Ratio: 3.79 2.97 2.50 3.27 2.93 2.28
Load Per Stage (BHP): 139.9 122.8 92.6 137.8 135.9 92.4
Load Per Unit (BHP): 355.3 355.3 355.3 366.1 366.1 366.1
Per Unit Flow (BHP/MMscfd): 209.24 209.23 209.23 191.35 191.34 191.34
Flow (MMscfd): 1.70 1.70 1.70 1.91 1.91 1.91
User Notes: Run#1 Run#1 Run#1 Run#2 Run#2 Run#2
Cooler (psi): 2.34=2% 1.62=0% 17.65=2% 2.57=2% 1.83=0% 21.74=2%
VVP Throw#1 (in): 0.00 2.75
VVP Throw#2 (in): 0.00 0.00
============================================================================================
PERFORMANCE PREDICTIONS ASSUME STEADY-STATE PRESSURES FREE OF THE EFFECTS OF PULSATION.
Underlined items indicate corresponding Run ID# details a non-valid operating condition!
Flow tolerances measured at suction (psig) flanges: ±3%:Ps>50/R>2.5, ±6%:Ps<20, else ±4%.
Page 1 of 9

TIME: 11:20:37 AM


Run ID#-->> 3 4
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Set Clearance (%): 12.60 13.50 0.00 33.73 13.50 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 12.11 13.50 10.30 22.87 13.50 10.30
Z-Suction: 0.9944 0.9846 0.9551 0.9927 0.9832 0.9517
Z-Discharge: 0.9924 0.9821 0.9541 0.9904 0.9806 0.9506
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 251.0 279.3 259.2 226.3 277.7 248.3
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Load Per Unit (BHP): 360.9 360.9 360.9 363.4 363.4 363.4
Flow (MMscfd): 1.70 1.70 1.70 1.87 1.87 1.87
Cooler (psi): 2.34=2% 1.61=0% 16.81=2% 2.50=2% 1.77=0% 19.83=2%
VVP Throw#1 (in): 0.00 3.25
VVP Throw#2 (in): 0.00 0.00
============================================================================================
Page 2 of 9

TIME: 11:20:37 AM


Run ID#-->> 5 6
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Set Clearance (%): 12.60 13.50 0.00 35.35 13.50 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 12.11 13.50 10.30 23.70 13.50 10.30
Z-Suction: 0.9944 0.9845 0.9548 0.9927 0.9833 0.9518
Z-Discharge: 0.9924 0.9820 0.9544 0.9904 0.9807 0.9513
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 251.2 280.2 265.3 224.9 278.8 255.7
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Load Per Unit (BHP): 366.1 366.1 366.1 364.9 364.9 364.9
Flow (MMscfd): 1.70 1.70 1.70 1.84 1.84 1.84
Cooler (psi): 2.33=2% 1.59=0% 16.05=2% 2.47=2% 1.73=0% 18.53=2%
VVP Throw#1 (in): 0.00 3.50
VVP Throw#2 (in): 0.00 0.00
============================================================================================
Page 3 of 9

TIME: 11:20:37 AM


Run ID#-->> 7 8
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Set Clearance (%): 14.23 13.50 0.00 36.98 13.50 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 12.94 13.50 10.30 24.53 13.50 10.30
Z-Suction: 0.9944 0.9847 0.9550 0.9927 0.9835 0.9519
Z-Discharge: 0.9924 0.9823 0.9553 0.9904 0.9809 0.9521
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 249.3 281.4 273.0 223.5 279.9 262.9
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Load Per Unit (BHP): 365.7 365.7 365.7 366.1 366.1 366.1
Flow (MMscfd): 1.67 1.67 1.67 1.82 1.82 1.82
Cooler (psi): 2.29=2% 1.55=0% 14.94=1% 2.43=2% 1.70=0% 17.36=2%
VVP Throw#1 (in): 0.25 3.75
VVP Throw#2 (in): 0.00 0.00
============================================================================================
Page 4 of 9

TIME: 11:20:37 AM


Run ID#-->> 9 10
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Set Clearance (%): 15.85 13.50 0.00 38.60 13.50 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 13.77 13.50 10.30 25.36 13.50 10.30
Z-Suction: 0.9944 0.9849 0.9552 0.9927 0.9836 0.9520
Z-Discharge: 0.9924 0.9825 0.9563 0.9904 0.9811 0.9529
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 247.5 282.6 280.4 222.2 281.0 269.9
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Load Per Unit (BHP): 365.1 365.1 365.1 367.1 367.1 367.1
Flow (MMscfd): 1.64 1.64 1.64 1.80 1.80 1.80
Cooler (psi): 2.25=2% 1.52=0% 13.94=1% 2.40=2% 1.67=0% 16.30=1%
VVP Throw#1 (in): 0.50 4.00
VVP Throw#2 (in): 0.00 0.00
============================================================================================
Page 5 of 9

TIME: 11:20:37 AM


Run ID#-->> 11 12
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Set Clearance (%): 17.48 13.50 0.00 41.85 13.50 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 14.59 13.50 10.30 27.01 13.50 10.30
Z-Suction: 0.9944 0.9851 0.9553 0.9927 0.9839 0.9525
Z-Discharge: 0.9924 0.9827 0.9572 0.9904 0.9814 0.9542
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 245.8 284.0 287.3 219.5 282.3 277.9
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Load Per Unit (BHP): 364.3 364.3 364.3 364.0 364.0 364.0
Flow (MMscfd): 1.62 1.62 1.62 1.76 1.76 1.76
Cooler (psi): 2.21=2% 1.48=0% 13.04=1% 2.34=2% 1.62=0% 15.09=1%
VVP Throw#1 (in): 0.75 4.50
VVP Throw#2 (in): 0.00 0.00
============================================================================================
Page 6 of 9

TIME: 11:20:37 AM


Run ID#-->> 13 14
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Set Clearance (%): 19.10 13.50 0.00 43.48 13.50 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 15.42 13.50 10.30 27.84 13.50 10.30
Z-Suction: 0.9944 0.9853 0.9554 0.9927 0.9841 0.9525
Z-Discharge: 0.9924 0.9828 0.9582 0.9904 0.9816 0.9551
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 244.1 285.4 294.1 218.2 283.5 284.3
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Load Per Unit (BHP): 363.4 363.4 363.4 364.7 364.7 364.7
Flow (MMscfd): 1.59 1.59 1.59 1.74 1.74 1.74
Cooler (psi): 2.17=2% 1.45=0% 12.29=1% 2.31=2% 1.58=0% 14.18=1%
VVP Throw#1 (in): 1.00 4.75
VVP Throw#2 (in): 0.00 0.00
============================================================================================
Page 7 of 9

TIME: 11:20:37 AM


Run ID#-->> 15 16
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Set Clearance (%): 20.73 13.50 0.00 45.10 13.50 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 16.25 13.50 10.30 28.67 13.50 10.30
Z-Suction: 0.9944 0.9854 0.9555 0.9927 0.9842 0.9526
Z-Discharge: 0.9924 0.9830 0.9592 0.9904 0.9817 0.9561
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 242.4 286.8 300.6 217.0 284.7 290.4
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Load Per Unit (BHP): 362.5 362.5 362.5 365.2 365.2 365.2
Flow (MMscfd): 1.57 1.57 1.57 1.72 1.72 1.72
Cooler (psi): 2.13=2% 1.41=0% 11.49=1% 2.28=2% 1.55=0% 13.33=1%
VVP Throw#1 (in): 1.25 5.00
VVP Throw#2 (in): 0.00 0.00
============================================================================================
Page 8 of 9

TIME: 11:20:37 AM


Run ID#-->> 17 18
============================================================================================
Stage : Throw: 1 : 1 2 : 2 3 : 2 1 : 1 2 : 2 3 : 2
Speed (RPM): 440 440 440 440 440 440
Active HEs : CEs: 1 : 1 1 : 0 0 : 1 1 : 1 1 : 0 0 : 1
Stroke (in): 11.00 11.00 11.00 11.00 11.00 11.00
Rod Diameter (in): 2.50 2.50 2.50 2.50 2.50 2.50
* HE Set Clearance (%): 20.73 13.50 0.00 46.73 13.50 0.00
* CE Clearance (%): 11.60 0.00 10.30 11.60 0.00 10.30
* FC Clearance (%): 16.25 13.50 10.30 29.49 13.50 10.30
Z-Suction: 0.9944 0.9854 0.9552 0.9927 0.9844 0.9526
Z-Discharge: 0.9924 0.9830 0.9598 0.9905 0.9819 0.9571
Suction Temp. (°F): 80.0 130.0 130.0 80.0 130.0 130.0
Discharge Temp. (°F): 242.6 287.7 305.3 215.8 285.9 296.4
Cooler Temp. (°F): 135.0 135.0 125.0 135.0 135.0 125.0
Load Per Unit (BHP): 366.3 366.3 366.3 365.5 365.5 365.5
Flow (MMscfd): 1.57 1.57 1.57 1.70 1.70 1.70
Cooler (psi): 2.13=2% 1.40=0% 11.05=1% 2.24=2% 1.52=0% 12.55=1%
VVP Throw#1 (in): 1.25 5.25
VVP Throw#2 (in): 0.00 0.00
============================================================================================
Page 9 of 9
F-0000 - 13" Compressor Cylinder
1 ZK-6791-D BODY COMPR CYL 1
2 ZK-6957-C-1 HEAD COMPRESSOR 13" CE 1
3 ZYK11F-1302-2 PISTON/ROD COMPRESSOR 0
* ZK-6703-4 PISTON 1
* ZK-6703-5 PISTON 1
4 ZK-7074 COLLAR 2
5 ZBM-17042-3 RING COMPR SEG 2
6 ZBM-17011-B-54 RIDER RING 1
7 ZK-6348-V-3 PLUG CLEARANCE 2
8 ZK-7783-B Cage, Valve 4
8 ZK-7783-B Cage, Valve 4
9 ZK-6598-E ROD COMPR PSTN 1
10 ZK-4799-F NUT SELF LOCK 1
11 ZBM-16154-K PACKING COMPR ROD 1
13 ZBM-11610-SS-4-2 CONNECTOR TUBE COMPN 2
14 Z5551 3504 1 TUBING STAINLESS 1
15 ZBM-17047-14 GASKET FLAT 4
16 ZVHP771-004 VALVE POPPET SUC 4
18 ZBM-15777-G-9 GASKET WIRE 4
19 ZK-6790-A COVER COMPR VLV 4
19 ZK-6790-A COVER COMPR VLV 4
20 ZK-8093-1409-33 STUD 16
20 ZK-8093-1409-33 STUD 16
21 Z06HN1400PC NUT PLAIN HEX 16
26 ZK-8093-2007-44 STUD 16
27 Z06HN2000PC NUT 16
29 ZBM-19016-F GASKET FLAT RD 2
31 ZK-6433-D-6 FLANGE BLIND 2
32 ZK-8093-1011-26 STUD 16
34 ZK-6769 GASKET FLAT RECT 2
35 ZK-6768 COVER RECT 2
38 ZVHP771-003 VALVE POPPET DIS 4
39 ZBM-16485-2 SCREW SET 4
41 ZK-8094-1409-35 STUD 4
42 ZA-1278-B NUT PISTON ROD 1
43 ZBM-19067-A-1409 NUT 4
53 ZBM-11580 VALVE CHECK 2
54 ZBM-16310-A ELBOW TUBE COMPN 1
55 ZK-7844 GASKET FLAT 4
56 ZK-7845 COVER RECT 4
57 ZBM-11900-0813-10 BOLT HEX HEAD 24
59 ZBM-10003-N-1 DATA PLATE, AJAX COMPRESSOR 1
61 ZK-8098-2 STUD 14
62 ZBM-19067-A-1409 NUT 14
63 ZBM-17025-N VALVE NEEDLE 2
66 ZBM-11961-02 TEE PIPE THDED 1
69 ZK-6293-B GASKET FLAT RD 1
75 ZK-6455-1 GUIDE 1
76 ZBM-10046 FITTING GREASE 1
78 ZK-6456-1 BAR 1
79 ZK-6429-B HANDWHEEL 1
80 ZK-6457 KEY SQUARE 1
81 Z06HN1600PC NUT 1
83 ZBM-16741-A SEAL 1
84 ZBM-16417 PLATE LEGEND 1
85 ZK-6689 HEAD COMPRESSOR 1
86 ZYKPC-1307 PISTON/ROD ADJ CLEAR 0
* ZK-6426-B ROD COMPR PSTN 1
* ZK-7133 PISTON COMPRESSOR 1
87 ZBM-16247-275 RING COMPN 2
89 ZK-6677 ADAPTER 1
90 ZK-8093-1807-42 STUD 8
91 Z06HN1800PC NUT 8
92 ZBM-19016-Y GASKET FLAT RD 1
ZBM-17047-33 GASKET FLAT 8
DAECT-0000 9.5" X 5.75" Compressor Cylinder
1 ZK-6666-H-2 BODY, EC COMPRESSOR CYLINDER 9.5" 1
2 ZK-6668-2 PISTON COMPRESSOR 1
3 ZBM-17039-14 RING COMPR SEG 3
4 ZBM-17043-2 RIDER RING 1
6 ZK-7806-B-2 BODY COMPR CYL 1
7 ZK-7807-4 PISTON COMPRESSOR 1
8 ZBM-17012-J-37 RING COMPR SEG 3
9 ZBM-17011-B-42 RIDER RING 1
10 ZK-6348-W-4 PLUG CLEARANCE 1
11 ZK-6683-A ROD COMPR PSTN 1
12 ZK-4799-B NUT PISTON 1
13 ZK-4799-F NUT SELF LOCK 1
14 ZK-6431-3 SPACER RECT 1
17 ZK-6838-2 PLUG VALVE HOLE 2
19 ZK-6675-B-6 CAGE VALVE 2
21 ZK-7753-1 COVER 4
21 ZK-7753-1 COVER 4
23 ZK-8093-1608-38 STUD 16
23 ZK-8093-1608-38 STUD 16
24 Z06HN1600PC NUT 16
24 Z06HN1600PC NUT 16
27 ZK-6674-2 ADAPTER, COMPRESSOR CYL DAECT 1
34 ZK-6433-F-2 FLANGE BLIND 1
35 ZBM-19016-B GASKET FLAT RD 1
SHP3710#1 Seat, Poppet Valve 1
GHP3710#7 Guard, Poppet Valve 1
VPX-119#01 Poppet Compr Valve 5
VPS-017#6 Spring Comp 5
CSA-152-1-008-003 Pin, Dowel 2
1-02F-017-710-012 Screw 2
SHP3711#2 Seat, Poppet Valve 1
GHP3711#1 Guard, Poppet Valve 1
VPX-119#01 Poppet Compr Valve 5
VPS-017#6 Spring Comp 5
CSA-152-1-008-003 Pin, Dowel 2
1-02F-017-710-013 Screw 2
38 ZBM-15777-L-5 GASKET WIRE 1
38 ZBM-15777-L-5 GASKET WIRE 1
39 ZK-6510-A-9 CAGE VALVE 3.38" 1
39 ZK-6510-A-9 CAGE VALVE 3.38" 1
40 ZBM-15777-B-17 GASKET 1
40 ZBM-15777-B-17 GASKET 1
41 ZK-7842-1 COVER 1
41 ZK-7842-1 COVER 1
42 ZK-8093-1409-32 STUD 4
42 ZK-8093-1409-32 STUD 4
46 ZB-145-C COVER RECT 2
47 ZB-1062 GASKET FLAT RECT 2
48 ZBM-16244-H PACKING COMPR ROD 1
56 ZK-8094-1409-40 STUD 6
57 ZBM-19067-A-1409 NUT 6
58 ZK-8093-1409-34 STUD 16
60 ZK-8093-1210-24 STUD 4
62 ZK-8093-2007-54 STUD 8
63 ZK-8093-2007-44 STUD 8
64 Z06HN2000PC NUT 16
65 ZA-1278-B NUT PISTON ROD 1
66 ZK-8098-2 STUD 14
67 ZBM-19067-A-1409 NUT 14
70 ZK-8093-1608-38 STUD 24
71 Z06HN1600PC NUT 24
72 ZBM-11900-0813-07 BOLT HEX HEAD 28
76 ZBM-16310-A ELBOW TUBE COMPN 2
77 ZBM-11580 VALVE CHECK 4
84 ZBM-10003-N-1 DATA PLATE, AJAX COMPRESSOR 2
86 ZBM-10003-J-5 CAUTION PLATE, COMPRESSOR RINGS 1
91 ZBM-17025-N VALVE NEEDLE 2
94 ZBM-11961-02 TEE PIPE THDED 1
97 ZK-6293-B GASKET FLAT RD 1
100 ZK-6455-1 GUIDE 1
101 ZBM-10046 FITTING GREASE 1
103 ZK-6456-1 BAR 1
104 ZK-6429-B HANDWHEEL 1
105 ZK-6457 KEY SQUARE 1
106 Z06HN1600PC NUT 1
108 ZBM-16741-A SEAL 1
109 ZBM-16417 PLATE LEGEND 1
110 ZK-6638 HEAD COMPRESSOR 1
111 ZYKD-807-B PISTON/ROD ADJ CLEAR 0
* ZK-6425-A PISTON COMPRESSOR 1
* ZK-6426-B ROD COMPR PSTN 1
112 ZBM-16247-442 RING COMPN 2
113 ZBM-16348-F-442 SEAL O RING 2
114 ZK-6637 ADAPTER 1
115 ZK-8093-1608-38 STUD 12
116 Z06HN1600PC NUT 12
117 ZBM-19016-X GASKET FLAT RD 1
Section 8 – Process Gas Equipment
Vendor Bulletin No.
Process Control Tubing Schematic ..................... Ajax 02-18-T020-318
Murphy Level Controller, L1200NDVO
Installation and Operation Manual ............................. Murphy 00-02-0175
Motor Valve Piping .............................................. Ajax 00-06-T01A-310
Dump Valve, DVU-175, O & M........................................ Murphy 00-02-0483
Ball Valve, WKM 210A, O & M........................................ WKM TC 1414

2 Stage Drain Piping ............................................................ Ajax 00-06-T040-308
Relief Valves and Fittings .................................... Ajax 02-17-T020-384
Relief Valve Vent Piping ...................................... Ajax 02-48-T010-413
Blowdown Piping...................................................Ajax 02-47-T010-320

Bypass Connection.............................................. Ajax 02-50-T030-322

00-02-0175
Section 15

GENERAL INFORMATION
Description **

Body
Pressure Rating
Temperature Rating
• Standard: -20/175°F (-29/79°C)
• Standard: -20/300°F (-29/149°C) ✗ ✗ ✗ ✗ ✗ ✗
• Optional: -20/400°F (-29/204°C)* ✗ ✗ ✗ ✗ ✗
Specific Gravity
Electrical
1/8 NPT in/out.
Operation:
2
DIMENSIONS

Regulator and Gage
11 in. Pressure
(279 mm) Regulator
Operator Assembly
p/n 15010216
2-3/16 in. See 1/8 NPT

(56 mm) Note 2
Operator Assembly
p/n 15000940
1/8 NPT
INLET
±0.25 in. (6 mm). (See Note)
L1100: 1-1/2 NPT
L1200: 2 NPT
Note 2: 1-9/16 (40 mm) 2-3/16 in.
L1100: 1-1/2 (38 mm) (40 mm)
L1200: 1-3/4 (44 mm) SF option=
1-3/4 in.
1/4 NPT 2" 11-1/2 NPT (44 mm)
3-1/2 in. (89 mm)
VENT SF= 3-3/4 in. (95 mm)
L1111
11-5/16 in.
(287 mm)
3-53/64 in.
(97 mm)
DVU150, DVU175, DVU2105/2115/2120
Series Dump Valves
2-3/16 in.
(56 mm)
See
Note A
Inlet Port Operator
(92 mm) ±0.25 in. (6 mm).
Note: 1-9/16 (40 mm)
Vent
B
F Drain
Connection C
E D
for reference only)
Model A B C D E F G
DVU2120 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2115 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2105 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU175 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 3/4”-14 NPT 1.03
DVU150 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 1/2”-14 NPT 1.03


Old DVO
Valve
Assembly
time.
Block
15050395.
L1200N
in place. Bleed
the float shaft.
New Dump Valve
p/n 15010216
kPa) [2.07-4.83 bar].
Collar Tank Wall
conduit seal
L1200N.
Hex Adjustment Nut
• turn left until air Trip Cam (float down)
1. Install the float chamber 15051098 on the outside wall of the seepage stops • should be in
Basic Operation
(207 kPa) [2.07 bar]
300 psi (2.07 MPa)
Filter/Regulator
with MURPHYGAGE®
Trips Union
the equipment.

Manual Drain Valve

SPDT (Snap Switch)
Black N.O.
Black N.O.
Inductive/Resistive
15050421: Cam
0-75 psi (517 kPa) [5.17 bar]

ACCESSORIES
2-1/16 in
(52 mm) 2-1/2 in
(64 mm)
1-1/16 in 2-7/8 in
(27 mm) (73 mm)
3-5/8 in.
1 NPT (92 mm)
4-1/2 in
(114 mm)
2 NPT

3 in.
1-11.5 NPT (2 places) (76 mm)
2-11.5 NPT
10.5 in. 3 in.

(266 mm) (76 mm)
1/2-20 UNF-2B
(4 places)
7.55 in. 3.5 in.

(192 mm) (89 mm) 7.01 in.
(179 mm)

10-32 UNF
10-32 UNF
3/8 in
(10 mm)
1-3/8 in
(35 mm)
Warranty

Set the control signal
pressure at 45 psig.
NOTE
If pressure or fluid comes out the weep
hole of the union nut, either the o-ring
under the union nut is leaking, or the
packing could be leaking through the
internal weep hole above that o-ring.
Dump valve operating temperature is -30ºF to 250ºF.

Dump valve maximum process pressure is 1800 psi.
Refer to the manufacturer’s bulletin for details.
Murphy DVU175
Dump Valve Assembly
TP 00-06-T01A-310
Murphy DVU175 Dump Valve Assembly
TP 00-06-T01A-310

1 Dump Valve, Murphy 1" NPT x ¾" NPT 2003 6225 1
3 Bushing, 1" x ¾" NPT, 3000# 2527 1006 1
4 Pipe Nipple, 1" NPT x 2"L, Sch 160 2539 8608 2
5 Pipe Tee, 1" NPT, 2000# 2545 4010 1
6 Ball Valve, 1" NPT, 1500# WKM 210A 2549 2076 1
7 Tubing, ¾" x 0.049 Wall 5551 4912 16"
00-02-0483
Installation and Operation Manual for Revised 03-06
Section 15
DVU Series Dump Valves

Models: DVU150, DVU175, DVU2105, DVU2115 and DVU2120
Please read the following information before installing. A visual inspection of this product for damage during shipping is recommended
before mounting. It is your responsibility to have a qualified person install this unit and make sure it conforms to local codes.
GENERAL INFORMATION
Fig. 2 Dimensions (all models)
WARNING Pressure
Inlet Port
A
Manual Valve
Operator
1/8 in.-27 NPT

✔ Make sure the machine cannot operate during installation. Vent
B
✔ Follow all safety warnings of the machine manufacturer. Weep Hole Valve Open/Closed
Union
✔ Read and follow all installation instructions. Indicator Button
Description
The DVU Series models are pneumatically controlled dump valves. F Drain
The valves open and close automatically by pneumatic control from a Connection C
Murphy L1200NDVOR or similar level controller and dump valve opera-
E D
tor. Diaphragm actuated, the DVU series dump valves operate at 30–70 psi
(207–483 kPa) [2.07–4.83 bar] and up to 2000 psi (13.8 MPa) [138 bar] Plug Seal G (dimension shown
for reference only)
vessel pressure (depending on the model).
A key benefit of this design is a hex union that provides the ability
to replace the seat without removing the valve from piping.
Model A B C D E F G
DVU2120 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2115 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2105 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
Fig. 1 Control Pressure vs. Working Pressure DVU175 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 3/4”-14 NPT 1.03
DVU150 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 1/2”-14 NPT 1.03
Minimum Actuation Pressure NOTE: Dimensions are in inches and (millimeters)

70
DVU2115 DVU2120
Control Pressure (PSIG)
60
50 Specifications
40
DVU2105 DVU150/175 Operating Temperature: -30 to 250°F (-34.4 to +121°C)
30 Valve Operating Pressure: Refer to chart, Fig 1.
20
Maximum Process Pressure:
10 DVU2120: 2000 psi (13.8 MPa) [138 bar].
0 500 1000 1500 2000 DVU2115: 1500 psi (10.3 MPa) [103 bar].
Vessel Pressure (PSIG) DVU2105: 500 psi (3.44 MPa) [34 bar].
DVU150 and DVU175: 1800 psi (12.4 MPa) [124 bar].
Flow Characteristics: See chart, page 4 (DVU150/175 models only).
Body Material: Electroless Nickel Plated 12L14 Carbon Steel
Model Inlet Outlet Trim Size
Internal Wetted Parts: Plug Seal: 90 Durometer Urethane.
DVU2120 2 NPT 1 NPT 0.436 in. (11 mm) Other: 303 stainless steel; Electroless Nickel Plated 12L14 Carbon Steel
DVU2115 2 NPT 1 NPT 0.576 in. (15 mm) Shipping Weights: DVU150 and DVU175: 9 lbs. (4 kg.).
DVU2105 2 NPT 1 NPT 0.859 in. (22 mm) Shipping Weights: DVU2105, DVU2115 and DVU2120: 14 lbs. (6.4 kg.).
DVU175 1 NPT 3/4 NPT 0.359 in. (9 mm) Shipping Dimensions: 7-1/2 x 7-1/2 x 10-3/4 in. (191 x 191 x 274 mm.).
DVU150 1 NPT 1/2 NPT 0.359 in. (9 mm)

Fig. 3 The Murphy Gas Compressor Scrubber Level System (SLS)

Scrubber/Separators
The system provides for liq-
uid control in gas scrubber High Level Shutdown Switch
Basic Operation applications, by dumping liq- Stainless steel float actuated level switches to alarm
As condensate rises in the scrubber, the float uids to drain and protecting and/or shutdown the equipment.
on the L1200NDVOR rises and trips its pneu- compressors with a high liq- L1200: 2” NPT pipe connection; Rated 2000 psi
matic valve. The valve opens allowing pres- uid level switch. Wetted metal (13.7MPa) [137bar]; Class I, Division 1. SPDT
snap-switch standard. DPDT Optional.
sure to enter the dump valve pilot chamber. parts are made to survive
All Stainless Steel available.
Once the pressure enters the pilot chamber it constant use in corrosive
environments.
forces the diaphragm and valve stem forward
See Bulletin: SLS-04005B for
thus opening the valve seat (valve open/closed more details.
indicator button pops out) and releasing con-
Filter/Regulator &
densate through the valve stem and out the Control
MURPHYGAGE®
drain. As the condensate level drops, the Panel
L1200NDVOR pneumatic valve closes to shut
“Instrument
off the pressure to the dump valve causing it to Quality Air/Gas
close. Supply”
If for any reason the condensate continues to
rise beyond normal dump levels, model L1200
operates the alarm and/or shuts down the
Pneumatic Level Control
equipment. Float actuated level snap-acting switch
The L1200NDVOR Filter/Regulator and the controls pneumatic pressure to open
and close dump valve.
Pneumatic Dump
MURPHYGAGE® help keep the control pres- Valves See DVU-01069B
sure clean and dry. They also allow the opera- L1200NDVOR: Dump Valve Operator,
for more details.
pressure regulator, and pressure indi-
tor to adjust pressure to recommended levels. Two piece union design with manual valve operator
cating MURPHYGAGE.® allows soft plug and hard seat to be replaced with-
NOTE: Always use clean, dry, out disassembling outlet piping or scrubber pipe
instrument quality gas. connection. Diaphragm actuated valves operate on
30-70 psi (207-483 kPa; 2-5 bar).
DUMP VALVE INSTALLATION
DVU Series Installation

Upper Assembly
(removable)
CAUTION: ALWAYS USE “NON-SPARKING TOOLS”
Pneumatic
WHEN GAS IS KNOWN TO BE PRESENT. Input Signal
Valve
Union
The following describes the “Direct Mounting” method to the Fig. 4
tank wall. Typical
1. Install the valve so the drain connection is on the bottom. Use Dump Valve Maintenance
Bolt
pipe thread sealant on all the connections. Installation
2. Be sure the unit is screwed tight and does not leak. Valve Indicator
3. Install the piping for the pneumatic input signal into the
Vessel Wall
1/8 NPT threaded connection of the pressure inlet port (on Weep Hole
top of the diaphragm housing of the DVU).
6. Install a union between the DVU drain connection and the Drain
condensate out line. Use pipe thread sealant on all the con- Connection
nections.
Union
Condensate Out
2-Way (Manual Drain)

Shutoff Valve

REPAIR PROCEDURE
CAUTION: THE INSTALLATION AND REPAIR PROCEDURES SHOULD 6. Using a back-up wrench on the plug, remove the stem nut on the shaft
ONLY BE PERFORMED BY TRAINED, QUALIFIED, AND EXPERIENCED under the plug. Once the stem nut is broken loose, the 9/16” head main-
PERSONNEL. THE TRAINING, QUALIFICATION AND EXPERIENCE
tenance bolt and top assembly will keep the stem from turning. The plug
turns freely on the stem once loose. The plug and seat can now be
REQUIRED IS FOR WORK AROUND PRESSURE VESSELS, NATURAL GAS, POSSI- removed. All soft seals should be replaced. Refer to kit part numbers
BLY SOUR GAS, OR ANY SUBSTANCE TO BE FOUND IN THE VESSEL. EXTREME under service parts on page 4.
CARE MUST BE TAKEN TO INSURE ANY RESIDUAL OR FULL PRESSURE IS
RELIEVED FROM ALL PARTS OF THE SYSTEM TO BE SERVICED. Replacing the Diaphragm
6A. If the diaphragm is to be replaced, all preceding steps have to be
Suggested Tools (Sizes listed are wrench openings. done. Additionally, do the following:
Adjustable crescent wrenches, socket and/or end wrench, pipe wrenches, 6B. Loosen the 9/16” head maintenance bolt, allowing the diaphragm
flat edge screwdriver with 1/4” blade width, can also be used .) spring to relax, and the stem to retract. Make alignment marks on
Model Valve Body Union Nut Plug Seal Hex Stem Nut the top and bottom halves of the diaphragm assembly for align-
DVU2120 3” 3” 7/8” 1/2” ment during re-assembly.
DVU2115 3” 3” 1” 1/2” 6C. Remove the 8, 7/16" bolts/nuts holding the diaphragm housing
DVU2105 3” 3” 1-1/4” 1/2” together.
DVU150/DVU175 2-1/4” 2-1/4” 3/4” 3/8” 6D. Using a straight edge screwdriver, gently separate the 2 halves of
the diaphragm housing, and remove the top, or outside portion.
Replacing the Plug and Seat 6E. Lift the diaphragm and support plates far enough for the 1-1/8" hex
1. Close the pressure block valves (suction & discharge valves) on the inlet or 1” round nut on the bottom of the diaphragm assembly to be
and outlet of the skid. Lock them closed if possible. accessible to a wrench and not have the spring interfere. If it is
2. Open the blowdown valve to remove pressure from the unit. Lock the desired to replace the packing, pull the stem all the way out. The
blowdown valve open if possible. packing can be easily removed using a small screwdriver to pry the
3. After taking all possible precautions to insure there is no pressure in the packing out. The new packing can be simply pressed in, making
vessel. (If the condensate line is pressurized, it must also be blocked and sure the orientation of the packing installed is the same as the ori-
locked.) Open the manual drain valve so it bleeds into the vessel so it entation of the packing removed. The packing is wider toward the
can also be bled down. Disconnect the pneumatic input signal connection plug end. You will have to use the seat to hold the packing in place
after insuring it also has been de-pressurized. when re-inserting the stem.
4. Using a back-up wrench on the valve body, with a quick "breaking" 6F. With the 1-1/8" hex or 1” round nut held by a wrench, use a
action loosen the union nut on the valve. There is a "weep" hole in the wrench to loosen and remove the 1/2" nut on top of the diaphragm.
nut. If at any time while loosening and taking off the nut pressure is The diaphragm can now be removed and replaced.
escaping through the "weep" hole, immediately stop loosening the nut. 6G. With the new diaphragm in place and the 1/2" nut tightened, place
Retighten the nut and check the preceding procedures to ensure the pres- the assembly, diaphragm down on a clean, smooth sturdy surface.
sure is bled off the vessel. Never remove the assembly if pressure is 6H. Have the seat, plug, washers and stem nut handy (if any of these
coming through the weep hole. See Figure 4 on page 2.
parts are to be replaced, use the old parts for this procedure). Press
5. With the upper assembly removed from the vessel the plug and/or seat can
down evenly and smoothly on the bottom of the diaphragm assem-
be replaced. Loosen the 9/16” jam nut on the maintenance bolt on top of
bly to cause stem to come up. Place the seat and plug in place.
the diaphragm cover. Spin the nut up against the head of the bolt. Tighten
the bolt to extend the shaft and plug. DO NOT OVERTIGHTEN. Then push the bottom of the diaphragm assembly down far enough
to install the washers and stem nut on the stem. Tighten the stem
nut enough to hold against the diaphragm spring.
Fig. 5 Stem O-Ring Seals 6J. Align the diaphragm holes to the bolt holes (bottom half of the
Plug Seat Stem Packing Against Outlet housing). Install the upper diaphragm housing using the alignment
Washer(s)* marks from step 6B. Install the 8, 7/16" bolts and nuts. Tighten the
bolts evenly going from one bolt then 180° around to the next bolt,
then either 120°or 240° around to the next bolt and so forth until
all 8 bolts are evenly tight.
Stem O-Ring 6K. Using the 9/16” head maintenance bolt, tighten, pushing the stem
Nut Crush Washer Seal Seat butts into here out until the 9/16"bolt stops – DO NOT OVERTIGHTEN.
*Number of washers varies depending on the model from 1 to 3. 6L. Remove the stem nut holding the plug. (If old parts were used, pre-
pare to install the new parts now.)
Seal Washer Maintenance 7. Install the seat and plug. Place the O-ring on the stem, followed by the
Fig. 6 Bolt Diaphragm
Pressure Inlet washer and stem nut.
Housing 8. Tighten the stem nut. Loosen the 9/16” head maintenance bolt by at least one
Diaphragm 1/2" Nut
turn past the point where it is no longer in contact with the stem. Tighten the
9/16" jam nut holding the 9/16” head maintenance bolt.
9. Replace the crush washer and the O-ring hidden by the union nut.
NOTE: If pressure or fluid comes out the weep hole of the union nut,
either the O-ring under the union nut is leaking, or the packing could be
Backup leaking through the internal weep hole above that O-ring.
1-1/8" or Diaphragm 10. The assembly is ready to be re-installed. Check for relative position of
Plate Spring
1" round nut Stem Assembly the pneumatic input signal connections before tightening the union nut.

PRESSURE VS. FLOW CHART
Fig. 7 Pressure vs. Flow for DVU150 and DVU175 models only
250
250
200
200
150
150
Pressure (psid)
100
100
50
50
0
0 5 10 15 20 25 30 35 40 45
Flow (gpm)
SERVICE PARTS
Part No. Description Typical Diaphragm Repair Kit includes:

DVU2120 Diaphragm; Diaphragm Washer (upper), Diaphragm Nut, Diaphragm Plate
55-00-0237 Seal Kit (includes plug) (1 or 2 pcs.), Packing, “O” Ring, Stem, Seal Washer for Maintenance Bolt.
55-00-0236 Diaphragm Kit
The DVU Series Valve is included in the
DVU2115 following Scrubber Levels Systems.
55-00-0240 Diaphragm Kit (Includes L1200, L1200NDVOR, and DVU valve)
SLS2120: Includes DVU2120 valve
DVU2105
55-00-0245 Seal Kit (includes plug) SLS2115: Includes DVU2115 valve
DVU175 SLS175: Includes DVU175 valve
DVU150 -LR: Less Regulator option
55-00-0230 Seal Kit (includes plug) Warranty
55-00-0231 Diaphragm Kit A limited warranty on materials and workmanship is given with this FW
Typical Seal Kit includes: Nut, Washer (1 to 3), “O” Ring, Plug and Murphy product. A copy of the warranty may be viewed or printed by going
Seal, Seat, Crush Washer. to www.fwmurphy.com/support/warranty.htm

W-K-M®
DynaSeal®
210A / 210L
Ball Valve
Table of Contents
Scope ........................................ 1
Storage ..................................... 2
Installation ............................... 2
Operation ................................. 3
11
Item Description
1 Body 10
3 Seat O-Ring2 9
4 Seat Ring
5 Ball 8
7 Tailpiece
8 Stem 14
9 Stem Seal
10 Stem O-Rings 24
16
2
15
11 Handle3
13 Retainer Ring
14 Locking Plate
15 Stop Pin
1
00
20
2
P
3
Optional
1 2 3 4 5 4 3 6 7
210A Ball Valve
Scope

Nametag Information
1 2
Item Description
CWP:
2 Work order number
DESC:
3 4 5 6
6 Revision level
Storage

seal material.
the factory.

Operation

low temperatures.
amount)

Hard to operate
disassembly)
ball. disassembly)
ball.

disassembly)
body and tailpiece
and disassembly)

Headquarters

Missouri City, TX
77489-1300
Phone: 281-499-8511
800-323-9160
Fax: 281-499-6965
USA

Oklahoma City, OK
73147
Phone: 405-631-1321
Fax: 405-629-0420
Scotland

Houstoun Road
Phone: 44-1506-444-000
Fax: 44-1224-783-355

Section 9 – Control Panel and Instrumentation
Vendor Bulletin No.
Conduit and Sensor Assembly ............................ Ajax 02-32-T01C-003
Vibration Switch and Conduit............................... Ajax 02-32-T02B-001
Surge Tank Liquid Level Switch .......................... Ajax 02-32-T03A-001
Liquid Level Switch, L1200, O&M Bulletin ...................... Murphy 00-02-0175
Vibration Switch Bulletin, VS2......................................... Murphy VS-7037N
JW Thermometers ............................................... Ajax 00-04-T06A-002
Control Panel Drawing......................................... Murphy 50-30-6516
Annunciator, TTD ............................................................ Murphy TTD-98055N
Temperature Scanner, TDX6-BFK.................................. Murphy TDX-9110N
Pressure Swichgage, OPLFC ......................................... Murphy 00-02-0161
Pulsation Dampener, PD 8184 ....................................... Murphy PD-95145B
Manual Speed Pressure Murphygage, 25PG-15 ............ Murphy 00-02-0162
Speed Control Regulator, Model 67CR-206 ................... Fisher 5469
Temperature Scanner MDTM89.......................................Murphy
Safety Control Panel Troubleshooting ............................ Murphy

00-02-0175
Section 15

GENERAL INFORMATION
Description **

Body
Pressure Rating
Temperature Rating
• Standard: -20/175°F (-29/79°C)
• Standard: -20/300°F (-29/149°C) ✗ ✗ ✗ ✗ ✗ ✗
• Optional: -20/400°F (-29/204°C)* ✗ ✗ ✗ ✗ ✗
Specific Gravity
Electrical
1/8 NPT in/out.
Operation:
2
DIMENSIONS

Regulator and Gage
11 in. Pressure
(279 mm) Regulator
Operator Assembly
p/n 15010216
2-3/16 in. See 1/8 NPT

(56 mm) Note 2
Operator Assembly
p/n 15000940
1/8 NPT
INLET
±0.25 in. (6 mm). (See Note)
L1100: 1-1/2 NPT
L1200: 2 NPT
Note 2: 1-9/16 (40 mm) 2-3/16 in.
L1100: 1-1/2 (38 mm) (40 mm)
L1200: 1-3/4 (44 mm) SF option=
1-3/4 in.
1/4 NPT 2" 11-1/2 NPT (44 mm)
3-1/2 in. (89 mm)
VENT SF= 3-3/4 in. (95 mm)
L1111
11-5/16 in.
(287 mm)
3-53/64 in.
(97 mm)
DVU150, DVU175, DVU2105/2115/2120
Series Dump Valves
2-3/16 in.
(56 mm)
See
Note A
Inlet Port Operator
(92 mm) ±0.25 in. (6 mm).
Note: 1-9/16 (40 mm)
Vent
B
F Drain
Connection C
E D
for reference only)
Model A B C D E F G
DVU2120 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2115 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU2105 7.50 (191) 8.0 (203) 2.75 (70) 1.0 (25) 2-11.5 NPT 1-11.5 NPT 1.03
DVU175 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 3/4”-14 NPT 1.03
DVU150 7.50 (191) 6.75 (171) 2.06 (52) 1.0 (25) 1-11.5 NPT 1/2”-14 NPT 1.03


Old DVO
Valve
Assembly
time.
Block
15050395.
L1200N
in place. Bleed
the float shaft.
New Dump Valve
p/n 15010216
kPa) [2.07-4.83 bar].
Collar Tank Wall
conduit seal
L1200N.
Hex Adjustment Nut
1. Install the float chamber 15051098 on the outside wall of the • turn left until air Trip Cam (float down)
seepage stops • should be in
Basic Operation
(207 kPa) [2.07 bar]
300 psi (2.07 MPa)
Filter/Regulator
with MURPHYGAGE®
Trips Union
the equipment.

Manual Drain Valve

SPDT (Snap Switch)
Black N.O.
Black N.O.
Inductive/Resistive
15050421: Cam
0-75 psi (517 kPa) [5.17 bar]

ACCESSORIES
2-1/16 in
(52 mm) 2-1/2 in
(64 mm)
1-1/16 in 2-7/8 in
(27 mm) (73 mm)
3-5/8 in.
1 NPT (92 mm)
4-1/2 in
(114 mm)
2 NPT

3 in.
1-11.5 NPT (2 places) (76 mm)
2-11.5 NPT
10.5 in. 3 in.

(266 mm) (76 mm)
1/2-20 UNF-2B
(4 places)
7.55 in. 3.5 in.

(192 mm) (89 mm) 7.01 in.
(179 mm)

10-32 UNF
10-32 UNF
3/8 in
(10 mm)
1-3/8 in
(35 mm)
Warranty

VS-7037N
Revised 04-05
Shock/Vibration Control Switches Section 20

(00-02-0185)
Installation Instructions
Models: VS2, VS2C, VS2EX, VS2EXR, VS2EXRB and VS94
Please read the following instructions before installing. A visual inspection of this product for damage during shipping is recommended before
mounting. It is your responsibility to have a qualified person install the unit, and make sure installation conforms with NEC and local codes.
GENERAL INFORMATION
WARNING LISTED*

Model VS2EX
Description Remote Reset Feature (VS2EXR,

The Murphy shock and vibration switches are available in a variety of VS2EXRB and VS94 only)
models for applications on machinery or equipment where excessive Includes built-in electric solenoid which allows reset of tripped unit from a
vibration or shock can damage the equipment or otherwise poses a remote location. Standard on VS2EXR and VS2EXRB. Optional on
threat to safe operation. A set of contacts is held in a latched position VS94 (options listed below).
through a mechanical latch and magnet mechanism. As the level of -R15: Remote reset for 115 VAC
vibration or shock increases an inertia mass exerts force against the -R24: Remote reset for 24 VDC
latch arm and forces it away from the magnetic latch causing the latch
arm to operate the contacts. Sensitivity is obtained by adjusting the Time Delay Option (VS94 only)
amount of the air gap between the magnet and the latch arm plate. Overrides trip operation on start-up. For VS94 series models, the delay
Applications include all types of rotating or reciprocating machinery time is field-adjustable from 5 seconds up to 6-1/2 minutes with a 20-
such as cooling fans, engines, pumps, compressors, pump jacks, etc. turn potentiometer (15 seconds per turn approximately). Options listed
below:
Models -T15: Time delay for 115 VAC
VS2: Base mount; non hazardous locations. -T24: Time delay for 24 VDC
VS2C: C-clamp mount; non hazardous locations.
Space Heater Options (VS94 only)
VS2EX: Explosion-proof; Class I, Div. 1, This optional space heater board prevents moisture from condensing
Groups C and D. inside the VS94 Series case. Options listed below:
VS2EXR: Explosion-proof with remote reset. -H15: Space heater for 115 VAC
VS2EXRB: Explosion-proof; Class I, Div. 1, Group B; with -H24: Space heater for 24 VDC
remote reset.
VS94: Base mount; non hazardous locations, NEMA 4X/IP66. Warranty
A limited warranty on materials and workmanship is given with this FW
Murphy product. A copy of the warranty may be viewed or printed by going
to www.fwmurphy.com/support/warranty.htm
VS-7037N page 1 of 8
DIMENSIONS
VS2 VS2C
3 in. 4-3/4 in.
(76 mm) (121 mm) 3 in. 4-3/4 in.
Slotted (76 mm) (121 mm)
Sensitivity Slotted
Reset Adjustment Sensitivity
Push Reset Adjustment
4-19/32 in. Button Push
(116 mm) Plug 5-7/16 in.
(138 mm) Button Weatherproof
Strain Relief
Bushing
5-1/8 in. 1/4 x 1/2 in.

2-1/4 in. (130 mm) (6 mm x 13 mm)
27/32 in.
(57 mm) Mounting Holes Slot 2 places
(21 mm)
C-Clamp
VS2EX and VS2EXR

5-5/8 in.
(143 mm)
Reset
Push
1/2 NPT Button
Conduit 4-7/8 in.
Slotted (124 mm)
Sensitivity
1-3/4 in. Adjustment
(44 mm)
5-1/4 in.
3/8 in. 3 in. (133 mm)
(10 mm) (76 mm)
4 places Mounting Holes 6-3/8 in. Mounting Holes
(162 mm)
VS2EXRB
10-5/8 in. 8-5/8 in.

(270 mm) (219 mm)
6 in.
(152 mm)
1/2 NPT
Conduit
2-1/2 in.
(64 mm)
4-1/2 in. 9-1/8 in.
(114 mm) (232 mm)
Mounting Centers 10-3/16 in. Mounting Centers
(259 mm)
VS94
6-29/32 in.
(176 mm)
Manual
7-9/64 in. Reset
(181 mm) Push-button 4-5/8 in.
(118 mm)
6-1/2 in.
(165 mm) 3/4 NPT
1-5/8 in. conduit fitting
(41 mm)
4 in.
(102 mm)
Mounting slot
5/16 x 9/16 in. 4 in. 6-1/2 in.
(8 x 14 mm) (102 mm) (165 mm)
4-places.
SPECIFICATIONS
VS2 and VS2C additional SPDT switch); 5A @ 480 VAC; 2A resistive, 1A inductive,
• Case: Weatherproof (equal to NEMA 3R) suitable for non-hazardous areas. up to 30 VDC.
VS2: Base mount • Remote Reset:
VS2C: C-clamp mount. Includes 45 feet (13.7 meters), 2-conductor 16 Option Operating Current
AWG, 30 strands/0.25 mm strand dia. (1.5 mm2) cable, and five cable -R15: 350 mA @ 115 VAC
hold down clamps. -R24: 350 mA @ 24 VDC
• Contacts: SPDT double make leaf contacts, 5A @ 480 VAC. • Range adjustment: 0 - 7 G’s; 0 - 100 Hz /0.100 in. displacement.
• Range adjustment: 0 - 7 G’s; 0 - 100 Hz /0.100 in. displacement.
VS94
VS2EX • Case: Polyester fiberglass reinforced; NEMA type 4 and 4X; IP66; CSA
• Case: Explosion-proof and weatherproof aluminum alloy housing; types 4 and 12.
meets NEMA 7/IP50 specifications; Class I, Division 1, Groups C & • Conduit Fitting: 3/4 NPT conduit fitting connection.
D; UL and CSA listed.* • Normal Operating Ambient Temperature:
VS2EX: base mount. 0 to 140°F (-18 to 60°C).
• Snap-switches: 2-SPDT snap-switches; 5A @ 480 VAC;* • Snap-switches: 2-SPDT snap acting switches; 5A @ 480 VAC; 2A
2A resistive, 1A inductive, up to 30 VDC. resistive, 1A inductive, up to 30 VDC.
• Range adjustment: 0 - 7 G’s; 0 - 100 Hz /0.100 in. displacement. • Range adjustment: 0 - 7 G’s; 0 - 100 Hz /0.100 in. displacement.
• Normal Operating Temperature: -40 to 140°F (-40 to 60°C). • Heater (optional):
Option Operating Current
VS2EXR H15 .023 A @ 115 VAC
• Case: Same as VS2EX. H24 .12 A @ 24 VDC
• Snap-switch: 1-SPDT snap-switch and reset coil; 5A @ 480 VAC;* 2A • Remote Reset (optional):
resistive, 1A inductive, up to 30 VDC. Option Operating Current
• Remote Reset (optional): R15 .17 A @ 115 VAC
Option Operating Current R24 .36 A @ 24 VDC
-R15: 350 mA @ 115 VAC • Time Delay (optional):
-R24: 350 mA @ 24 VDC Option Operating Current Standby Current
• Range adjustment: 0 - 7 G’s; 0 - 100 Hz /0.100 in. displacement. T15 .360 A @ 115 VAC .01 A @ 115 VAC
• Normal Operating Temperature: -40 to 140°F (-40 to 60°C). T24 1.15 A @ 24 VDC .01 A @ 24 VDC
VS2EXRB • Time Delay/Remote Reset: Adjustable 20-turn potentiometer from
• Case: Explosion-proof aluminum alloy housing; rated Class I, 5 seconds to 6-1/2 minutes (15 seconds per turn approximately).
Division 1, Group B hazardous areas.
• Snap-switch: 1-SPDT snap-switch with reset coil (option available for *CSA and UL listed with 480 VAC rating.
INSTALLATION
orientation should be on a horizontal plane or with the sensitivity adjustment
WARNING: STOP THE MACHINE AND DISCONNECT ALL pointing down. Sensitivity adjustment for model VS2 is covered by a plug.
ELECTRICAL POWER BEFORE BEGINNING INSTALLATION.
The plug must be in place and tight to prevent moisture or dust intrusion.
The VS2 and VS94 series shock switches are sensitive to shock and
C-Clamp Installation (VS2C model only)
vibration in all three planes of motion - up/down, front/back and side/side.
Front/back is the most sensitive (The reset pushbutton is located on the A C-Clamp is supplied with the VS2C model only.
“front” of the unit). For maximum sensitivity mount the unit so that the The C-Clamp is shipped installed on the VS2C
front faces into the direction of rotation of the machine. (See Dimensions on but must be installed on the VS2EX and
page 2 for sensitivity adjustment location). VS2EXR switches.
The VS2 and VS94 Series must be firmly attached/mounted to the machine 1. The C-Clamp (B) will already be installed on C
so that all mounting surfaces are in rigid contact with the mounting surface a 1/4 in. (6 mm) thick steel mounting plate
of the machine. For best results, mount the instrument in-line with the (A). Bolt the VS2 switch to the mounting A
direction of rotating shafts and/or near bearings. In other words, the reset plate as illustrated — with four 5/16 in.
bolts, nuts, and washers. B
push button should be mounted pointing into the direction of shaft rotation
(see page 5). It may be necessary to provide a mounting plate or bracket to 2. The mounting location should provide
attach the VS2 and VS94 Series to the machine. The mounting bracket convenient access to the TATTLETALE® D
should be thick enough to prevent induced acceleration/vibration upon the push button (C).
VS2 or VS94 Series. Typically 1/2 in. (13mm) thick plate is sufficient. See 3. The hardened set screw and nuts (D) are used to
illustrations on page 5 for typical mounting locations. tighten the switch to an I-Beam or cross member such as a
Sampson post of an oilwell pumpjack.
CAUTION: A dust boot is provided on the reset pushbutton
for all series to prevent moisture or dust intrusion. The sensitivity
adjustment for model VS2EX is not sealed; therefore, mounting
Continued on next page.
INSTALLATION Continued
All Models allow the machine to stop. Turn the sensitivity adjustment 1/4 turn
clockwise, (adjustment for VS94 and VS2EXRB models is located within
WARNING: STOP THE MACHINE AND DISCONNECT ALL
the box, see DETAIL “B”).
ELECTRICAL POWER BEFORE BEGINNING INSTALLATION.
WARNING: MAKE THE AREA NON-HAZARDOUS BEFORE
1. Firmly secure the unit to the equipment using the base foot mount or OPENING THE EXPLOSION-PROOF (-EX) ENCLOSURES.
C-Clamp if applicable. See C-Clamp Installation page 3.
For oilwell pumpjacks attach the VS2 and VS94 Series to the Sampson Depress the reset button and restart the machine. Repeat this process until
post or walking beam. See Typical Mounting Locations page 5. the unit does not trip on start-up. DETAIL “B”
2. Make the necessary electrical connections to the vibration switch. See 5. If the instrument does NOT trip on start-
Internal Switches, page 6 for electrical terminal locations and page 7 for up, stop the machine. Turn the sensitivity Less Sensitivity
Sensitive adjustment
typical wiring diagrams. DO NOT EXCEED VOLTAGE OR CURRENT adjustment 1/4 turn counter-clockwise.
RATINGS OF THE CONTACTS. Follow appropriate electrical Repeat the start-up/stop process until the
codes/methods when making electrical connections. Be sure that the run of instrument trips on start-up. Turn the
electrical cable is secured to the machine and is well insulated from sensitivity adjustment 1/4 turn clockwise
electrical shorting. Use of conduit is recommended. (less sensitive). Restart the machine to
NOTE: If the electrical cable crosses a pivot point such as at the pivot of verify that the instrument will not trip on More Sensitive
the walking beam, be sure to allow enough slack in the cable so that no start-up.
stress is placed on the cable when the beam moves. 6. Verify that the unit will trip when abnormal shock/vibration exists.
If conduit is not used for the entire length of wiring, conduit should be
used from the electrical supply box to a height above ground level that VS94 Time Delay Adjustment
prevents damage to the exposed cable from the elements, rodents, etc. or 1. Apply power to the time delay circuit. (see
as otherwise required by applicable electrical codes. If conduit is not page 7 for time delay circuit). The time delay function will be initiated.
attached directly to the VS2 and VS94 Series switch, use a strain relief 2. Time the length of the delay with a watch. Let time delay expire. After it
bushing and a weatherproof cap on the exposed end of the conduit. A expires, the override circuit will de-energize the solenoid, allowing the latch
“drip loop” should be provided in the cable to prevent moisture from arm to trip. A clicking noise is heard.
draining down the cable into the conduit should the weathercap fail. WARNING: REMOVE ALL POWER BEFORE OPENING
ACCESS DOOR. IT IS YOUR RESPONSIBILITY TO HAVE A
Sensitivity Adjustment QUALIFIED PERSON ADJUST THE UNIT, AND MAKE SURE
IT CONFORMS WITH NEC AND LOCAL CODES.
WARNING: REMOVE ALL POWER BEFORE OPENING
THE ENCLOSURE. IT IS YOUR RESPONSIBILITY TO HAVE A 3. TURN THE POWER OFF TO RESET THE TIME DELAY CIRCUIT.
QUALIFIED PERSON PERFORM ADJUSTMENTS, AND MAKE NOTE: Allow 30 seconds bleed-time between turning the
SURE IT CONFORMS WITH NEC AND LOCAL CODES. DO power “OFF” and “ON”.
NOT ADJUST SENSITIVITY WHILE THE MACHINE IS RUNNING. STAND
4. Locate the time adjustment pot (DETAIL “C”). DETAIL “C”
CLEAR OF THE MACHINE AT ALL TIMES WHEN IT IS OPERATING.
The time is factory-set at the lowest setting (5
All models of the VS2 and VS94 Series cover a wide range of sensitivity. seconds approximately). To increase time,
Each model is adjusted to the specific piece of machinery on which it is rotate the 20-turn pot clockwise as needed
Turn to
installed. After the switch has been installed in a satisfactory location (see (15 seconds per turn approximately). decrease
page 5) the sensitivity adjustment will be increased or decreased so that the 5. Repeat the above steps as necessary to
switch does not trip during start-up or under normal operating conditions. obtain desired time delay.
Pot
This is typically done as follows: Turn to
NOTE: An external time delay can be used increase
1. REPLACE ALL COVERS, LIDS, AND with the remote reset feature of the VS2EXR
ELECTRICAL ENCLOSURES. series to provide a remote reset and override of the trip
2. Press the reset push button to engage the magnetic latch. To be sure the operation on start-up. Time delay must automatically disconnect after
magnetic latch has engaged, observe latch equipment start-up.
through the window on the VS2 and DETAIL “A”
VS2C (see DETAIL “A”). On the
VS2EX, VS94 series the reset button Reset Push button
will remain depressed meaning the

magnetic latch has engaged.
3. Start the machine.
4. If the instrument trips on start-up, Sensitivity
Adjustment
TYPICAL MOUNTING LOCATIONS
These are typical mounting locations for best operation. Other mountings are possible.
NOTE: See Installation section on page 3.
2-Throw Balance-Opposed Compressor Pumping Unit
Reset
NOTE: If installing on
cylinders, 2 vibration/shock Reset
switches are recommended-
1 for each cylinder.
Engine Reset “Y” Type

and Reciprocating
Vertical Compressor
Shaft
Pump
Reset
Reset
Generator Cooling Tower Fan or

Sets Reset Heat Exchanger
Reset
Engine Compressor
Turbine Centrifugal Reset
Compressor
Reset
INTERNAL SWITCHES
VS2 and VS2C VS2EXR

Remote Reset
Terminal
Sensitivity
Sensitivity Adjustment
Adjustment
NC NO COM
Ground
NO1 NC COM NO2 Terminal
SPDT Snap-Switch
SPDT Switch Terminals
VS2EX VS2EXB and VS2EXRB

Remote Reset
SPDT Snap-Switch Terminal
Sensitivity Sensitivity
Adjustment Adjustment
NC NO COM
NC NO COM NC NO COM
Ground
Ground Terminal
Terminal SPDT NC NO COM
SPDT Snap-Switch Snap-Switch Optional SPDT
Snap-Switch
(VS2EXRB only)
VS94
Time Delay and/or
Remote Reset
SPDT Terminal (Optional)
Snap-Switch
NC NO COM Ground
Terminal
NC NO COM Sensitivity
Adjustment
SPDT
Snap-Switch
Heater Board
Terminal (Optional)
ELECTRICAL
WARNING: REMOVE POWER BEFORE OPENING THE UNIT (ACCESS DOOR). STOP THE MACHINE AND DISCONNECT ALL
ELECTRICAL POWER BEFORE BEGINNING THE WIRING OPERATION. IT IS YOUR RESPONSIBILITY TO HAVE A QUALIFIED
PERSON INSTALL AND WIRE THE UNIT, AND MAKE SURE IT CONFORMS WITH NEC AND APPLICABLE CODES.
VS2 and VS2C VS2EX

Typical Wiring Diagram for Single or Dual CD Ignition Typical Wiring Diagram for Single or Dual CD Ignitions
SPDT Switch SPDT Switch
Contacts shown in the RESET position. (Optional 2-SPDT [DPDT])†
Contacts shown in the
RESET position
To good
NO1 NC COM NO2 CD Ignition engine
2 N.O. N.C. COM ground
CD Ignition Resistor
2 To good (100 Ω, 3 Watt)
Resistor engine ground
(100 Ω, 3 Watt)
CD Ignition
N.O. N.C. COM
1
CD Ignition
1
To good
engine ground
VS2EXR and VS2EXRB VS94

Typical Wiring Diagram for Single or Dual CD Ignitions Typical Wiring Diagram for Single or Dual CD Ignitions
SPDT Switch Time Delay or 2-SPDT
(Optional 2-SPDT [DPDT])† Remote Reset Switches (DPDT)
Contacts shown in the Momentary
Remote Reset Contact for (Optional) Contacts shown in the
RESET position 115 VAC or 24 VDC* RESET position
Remote
To good Reset only
Momentary engine To good
Push Button ground engine
N.O. N.C. COM
Maintained Time N.O. N.C. COM ground
†Additional Contact for Delay
Time Delay
Switch
115 VAC or Optional
24 VDC (Voltage on VS2EXRB
is specified N.O. N.C. COM only 115 VAC or
when ordered). 24 VDC* N.O. N.C. COM
*Voltage is specified Heater Board

CD Ignition To good (Optional) To good
2 engine ground when ordered.
engine ground
Resistor
(100 Ω, 3 Watt)
CD Ignition CD Ignition
CD Ignition 1 2
Resistor
1 (100 Ω, 3 Watt)
VS2, VS2C, VS2EX, VS2EXR, VS2EXRB and VS94 VS2, VS2C, VS2EX, VS2EXR, VS2EXRB and VS94
Typical Wiring Diagram for Electric Motors Typical Wiring Diagram for Distributor Ignition or Diesel
Contacts shown Switch Terminals Contacts shown
Switch Terminals in the RESET position NOTE: Terminal N.O. is in the RESET position
NOTE: Terminal N.O. is N.O. N.C. COM
N.O. N.C. COM terminal NO1 on models
terminal NO1 on models (see Note)
(see Note) VS2 and VS2C.
VS2 and VS2C.
Ignition
Switch
L1 L2 L3 Push-button
Station
Ammeter
HC
Diesel Fuel
Shutoff Valve Ignition Coil Distributor Battery
H A
MOTOR Hand Off

Automatic
Selector
HC
SERVICE PARTS
PART NO. DESCRIPTION PART NO. DESCRIPTION

VS2 VS2EXRB
20000030 Movement assembly 20010090 Snap-switch and insulator kit (1 switch per kit)
20000031 Glass and gasket assembly prior to September 1, 1995.*
20000032 Reset push button assembly 20000288 Snap-switch and insulator kit (1 switch per kit) for models
manufactured on September 1, 1995 or later.*
VS2C 20000057 Inside snap-switch and insulator kit (1 switch per kit) for
20000030 Movement assembly model VS2EXRB-D prior to September 1, 1995.*
20000031 Glass and gasket assembly 20000058 Outside snap-switch and insulator kit (1 switch per kit) for
20000032 Reset push button assembly model VS2EXRB-D prior to September 1, 1995.*
20050021 Mounting clamp 20000287 Outside snap-switch and insulator kit (1 switch per kit) for model
20000185 VS2C 5-clamp hardware package assembly. VS2EXRB-D manufactured on September 1, 1995 or later.*
20050465 2-Conductor electrical cable, 45 feet (13.7 meters) 20000290 Inside snap-switch and insulator kit (1 switch per kit) for model
VS2EXRB-D manufactured on September 1, 1995 or later.*
VS2EX 20050077 Adjustment shaft
20010091 Movement assembly 20000262 Movement assembly
20050087 Cover 20000049 Reset solenoid assembly (115 VAC)
00000309 Cover gasket 20000234 Reset solenoid assembly (24 VDC)
20010090 Snap-switch and insulator kit (1 switch per kit)
prior to September 1, 1995.*
VS94 Series
20000288 Snap-switch and insulator kit (1 switch per kit) for models
manufactured on September 1, 1995 or later.* 25050506 Dust boot
20000289 C-clamp conversion mounting kit 00000232 Conduit fitting
20010090 Snap-switch and insulator kit (1 switch per assembly)
VS2EXR prior to September 1, 1995.**
20000262 Movement assembly 20000288 Snap-switch and insulator kit (1 switch per assembly)
for models manufactured on September 1, 1995 or later.***
20050087 Cover
00000309 Cover gasket
* If no date code is found, refer to the old switch. Models with date 0895 and before use old switch.
20010090 Snap-switch and insulator kit (1 switch per kit) Dated 0995 after, use straight snap-switch arm, no rollers.
prior to September 1, 1995.* ** Models dated Q1 thru Q8 (formed snap-switch arm and rollers).
20000288 Snap-switch and insulator kit (1 switch per kit) for models ***Models date coded Q9 thru Q12 and R1 thru R12 (straight snap-switch arm, no rollers).
manufactured on September 1, 1995 or later.*
20000049 Reset solenoid assembly (115 VAC)
20000234 Reset solenoid assembly (24 VDC)
20000289 C-clamp conversion mounting kit
CONTROL SYSTEMS & SERVICES DIVISION FRANK W. MURPHY, LTD.

P.O. Box 1819; Rosenberg, Texas 77471; USA Church Rd.; Laverstock, Salisbury SP1 1QZ; U.K.
+1 281 633 4500 fax +1 281 633 4588 +44 1722 410055 fax +44 1722 410088
e-mail sales@fwmurphy.com e-mail sales@fwmurphy.co.uk
FW Murphy www.fwmurphy.co.uk
INDUSTRIAL PANEL DIVISION
P.O. Box 470248 MURPHY DE MEXICO, S.A. DE C.V.
P.O. Box 470248
Tulsa, Oklahoma 74147 USA Blvd. Antonio Rocha Cordero 300, Fracción del Aguaje
Tulsa, Oklahoma 74147 USA
+1 918 317 4100 fax +1 918 317 4266 San Luis Potosí, S.L.P.; México 78384
+1 918 317 4100 fax +1 918 317 4266
e-mail sales@fwmurphy.com +52 444 8206264 fax +52 444 8206336
e-mail sales@fwmurphy.com
Villahermosa Office +52 993 3162117
www.fwmurphy.com e-mail ventas@murphymex.com.mx Printed in U.S.A. 078792
www.murphymex.com.mx
TTD Series SELECTRONIC®
Fault Annunciator
Installation and
Operations Manual
TTD-98055N
Revised 12-05-04
Section 50
(00-02-0329)
TTD-98055N page 1 of 36
Table of Contents
Contents page #
Warnings and Limited Warranty ................................2
Description .................................................................3
WARNING! Optional features ....................................... .........3
Display Head ......................................................3
Power and Control Inputs/Outputs ......................3
FW MURPHY has made efforts to ensure the reliability Installation Diagrams TTD-2 (50080718) ................4/5
of the TTD System and to recommend safe usage Typical Installations for PSU-2 ..................................6
practices in system applications. Please note that in Neg Grnd/CD IGN Power Inst .............................6
any application, operation and controller failures can DC Power/DC IGN Inst .......................................6
occur. These failures may result in full control outputs Alarm and Pre/Postlube Functions ............. .........7
or other outputs which may cause damage to or Tachometer Hourmeter Functions ...................... .7
unsafe conditions in the equipment or process con- Setup A Output Mode Configuration . ................. .8
nected to the TTD system. Input Terminal Block Connections .......................8
TTD G-Lead Choke Installation ...........................9
Good engineering practices, electrical codes, and
Backup Battery Replacement ............................10
insurance regulations require that you use independent
The TTD System .......................................................11
external protective devices to prevent potentially dan-
The Intuitive Display .................................................12
gerous or unsafe conditions. Assume that the TTD sys- Front Panel Key Functionality ............................12
tem can fail with outputs full on, outputs full off, or that TTD Keypad Features ..............................................13
other unexpected conditions can occur. Shutdown Mode ...............................................13
Please read the following information before Run Mode ........................................................13
installing the TTD annunciator. Setup Mode Menus ...........................................14
This installation information is intended for all TTD Setup Mode Edit Settings .................................14
Operational Display Messages ................................15
Series models. A visual inspection of this product
Backlight Used as Status Indicator ........................16
before installation for any damage during shipping is
Configuration Setup of Navigational Screens..........17
recommended.
Access During Run and Shutdown .................... 18
Disconnect all power and be sure machine is inopera- Password Protected Settings ............................18
tive before beginning installation. Inactivity Time Out ............................................18
Installation is to be done only by qualified technician. Setup 1 Timers Setup ..................................18/19
Setup 2 Sensor Mode .......................................20
Observe all Warnings and Cautions at each section in Emulation Template Settings .............................20
these instructions. Terminal Block Configuration for DD-20 .............21
Terminal Block Configuration for DD-40 .............21
Device shall be wired in accordance with Class I,
Setup 3 Sensor Type ........................................22
Divisions 1 & 2 wiring methods.
Setup 4 Remote Reset Remote Lockout
This equipment is suitable for use in Class I, Division 1 and No-Flow Enable Delay ...........................22/23
& 2, Groups B, C, and D hazardous Areas. Setup 5 Hourmeter ...........................................24
Setup 6 Speed Calibration ................................24
WARNING–Explosion Hazard–Substitution of compo-
Setup 7 Tachometer Overspeed Options ...........25
nents may impair suitability for Class I, Division 2.
Setup 8 Tachometer Underspeed Options .........25
Please contact FW MURPHY immediately if you have Setup 9 Communications Settings .....................25
any questions. Setup A Output Mode .......................................26
Setup B Unit ID ................................................26
Setup C Factory Default ...................................27
Voltage Readings .............................................27
Warranty Software Version ...............................................28
A limited warranty on materials and workmanship Special Features (Password Code) ..................28
is given with this FW Murphy product. Modbus Register Addresses ...........................29/30/31
Specifications ...........................................................32
A copy of the warranty may be viewed or printed by going to
TTD Numbering and Replacement Parts .................33
www.fwmurphy.com/support/warranty.htm
Dimensions ...............................................................34
TTD Worksheet ....................................................35/36
Description
The TTD Annunciator System

The TTD is a solid-state fault annunciator and shutdown control system designed to protect
engines, compressors and their associated equipment. The TTD model will accept 48 sensor
inputs from normally open and/or normally closed sensors. Each of the 48 inputs can be config-
ured for “Shutdown” or “Alarm Only”. Any input can be locked out by one of the two Start-Run
timers, or configured as Class C, ESD or Ignore. The annunciator provides for both closing of a
fuel valve and grounding of an ignition after a time delay.
Incorporated in the TTD non-volatile memory:
• Run Hours/Elapsed Time Meter
• Last 10 Shutdowns with associated run hours
• Last 4 Alarms with associated run hours
• Selectable RS232/RS485 serial communications
• Selectable baud rates running hours
• Running hours
Optional Features:
• Pre/Post lube timed functionality
• Tachometer w/ Overspeed and Underspeed setpoints
• No-Flow Switch Detection
The TTD Annunciator System Has Two Separate Components:

1. Display Head (TTD-H)
The Display Head displays operational and configuration data. Configuration parameters are
entered via keypad or download from MConfig® software. The operator interface will accept
digital inputs directly on the back of the unit. Power is provided to the Display Head via a
direct Phoenix connector or a cable connecting to a remote mounted power supply. The dis-
play head contains the microprocessor, the Liquid Crystal Display (LCD), the membrane keys
for configuring the sensors inputs and the sensor input terminal blocks.
The TTD liquid crystal display annunciates any fault from the sensor inputs, displays engine
speed, and elapsed time. Other features for the TTD model are: built-in Test Mode to test the
sensor circuits without shutting down, Pre-lubrication and Post-lubrication timers, and on-
board backup battery to retain the fault display after shutdown on ignition powered units.
2. Power and Control Inputs/Outputs (PSU-2)

The Power Input and Control Output Terminals are mounted on the Plug-in Power Supply
(PSU-2) or on the DIN Rail Power Supply (PSU-D2). Both of the Power Supplies also include
an RS485/RS232 serial communication port (Modbus RTU slave) to interface with micro-con-
trollers, PC’S, PLC’s, and/or communication and control systems. The serial communication
provides read and write register capability and selectable Baud rate up to 38,400 bps.
All Power Supply models are reverse polarity protected and can be powered by 10-32vdc or
90-400vdc negative ground CD ignition. An optional Power Supply (PSU-D2*) provides for
120vac power/positive ground CD ignition power. Use the PSU-1* Power Supply for Division
1 applications. The TTD is fully operable with the internal battery; the external DC power
enables communications support (Modbus slave) and turns on the display backlight.
Installation Diagram TTD-2 (50080718) page 1
Installation Diagram TTD-2 (50080718) page 2
Typical Installations for PSU-2
Application wiring for:

Negative Ground CD Ignition Power
CD Fuel Valve
Ground CD Ignition
Murphy M5081-C / M2582-C Fuel Valve GND

w/ CD IGN coil jumper Common Chassis TX
Ground RX
Wiring for
B
Fuel Valve M-2582
6 7 8 9 10 A
FV(+)
MPU
5 4 3 2 1 AUX
ALR
*
FV-
FV(-) FV+
DC
*100 ohms/2watt resistor GND
(optional) for grounding
IGN Primary
ignition in fuel valve. Neg. Gnd. IGN SHDN
Shutdown lead
CD Ignition IGN
90-250VDC Place jumper between
IGN SHDN and IGN to ground
ignition on shutdown
Note: TTD unit default is for CD ignition power setup w/

CD powered Murphy fuel valve. Refer to SETUP A for
options on output actions. Upon fault shutdown, both (FV-)
and (IGN SHDN) conduct to ground if SETUP A is set to 0. PS2 Power Supply
Installation for DC Power

DC Ignition Relay
DC (continuous duty) fuel valve Application
Murphy M5081FS-B
Fuel Valve w/ DC coil Valve GND
Coil TX
Ground Switch 2 (Note) Switch 1
RX
B
Common
Chassis A
Ground MPU
AUX
10 9 8 7 6 5 4 3 2 1 ALR
FV-
FV+
Customer supplied DC
10-32VDC Power Supply
IGN Shutdown Relay GND
DC
IGN SHDN
IGN
Common Chassis
Ground
Note: TTD unit shown for typical DC setup. Refer to SETUP A for
options on output actions. Upon fault shutdown both (FV-) and
(IGN SHDN) open to ground if SETUP A is set to 1.
They both conduct to ground on nornal run mode. PSU-2 Power Supply
Typical Installations for PSU-2 continued
TTD Connections for Alarm, Pre/Post

Lubrication Functions
Note: The (AUX) output is for turning the auxiliary lubrication
pump on and off based on the setting on the TIMER 5 and
TIMER 6 in SETUP 1 when the unit has the Lube option. The
(AUX) terminal conducts to ground when the Timers are GND
TX
active. When the Timers are active and the operator press-
RX
es [TIMER 0], the contact will open to ground.
B
Common Chassis A
Pre/Post Lube Relay Ground
MPU
AUX
ALR
Alarm Relay FV-
FV+
DC
GND
DC IGN SHDN
10-32 DC Power Supply IGN
(Customer Supplied)
Note: TTD annunciator is supplied with the (ALR) output which will con-
duct to ground upon detecting an ALARM condition to turn on an audible
horn, light or other interface device. This output will open when either
the [RESET] key is pressed or the ALARM condition returns to normal. The
ALARM message will remain on the display until the [RESET] key is PSU-2 Power Supply
pressed acknowledging the alarm.
TTD Connections for Tachometer -

Hourmeter Functions
Note: When using a Murphy Magnetic sensor (pick up)

model MP3298, MP7905 or MP7906 connect the wires GND
to terminals (MPU) and (GND). Refer to SETUP 6 for TX
Speed calibration instructions. RX
Common Chassis B
Ground A
MPU
Magnetic Pickup Coil
AUX
Coaxial Cable ALR
FV-
FV+
Ground at
panel end only DC
Flywheel
GND
IGN SHDN
Negative Ground Ignition Shutdown Lead
IGN
CD Ignition
Note: To ground the ignition on shutdown, when using

the CD ignition signal as a speed input, place a short
jumper between (IGN SHDN) and (IGN) terminals. Refer to
SETUP 6 for Speed calibration instructions.
PSU-2 Power Supply
SETUP A = Output Mode Configuration

Upon shutdown the (FV-) fuel valve and (IGN SHDN) termi-
nals will change stages and either conduct to ground or be
open to ground. Their Mode of operation depends on the
setting in SETUP A. This sketch represents the options on
those settings 0 through 3. GND “0”
TX
Setting FV- IGN SHDN RX “1”
“0” Closed Closed B
A “2”
“1” Open Open
“2” Open Closed MPU “3”
“3” Closed Open AUX
ALR
Closed indicates closed to ground and open indicates open to FV- “0”
ground state when unit is in Shutdown state. FV+ “1”
Contacts are shown in Shutdown state. DC
GND “2”
Refer to Setup A - Output Mode section of this manual for more IGN SHDN
information on the Setup A. IGN
“3”
PSU-2 Power Supply
TTD Input Terminal Block Connections
1 1 2 2 3 3 4 4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12
13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20 21 21 22 22 23 23 24 24
25 25 26 26 27 27 28 28 29 29 30 30 31 31 32 32 33 33 34 34 35 35 36 36
37 37 38 38 39 39 40 40 41 41 42 42 43 43 44 44 45 45 46 46 47 47 48 48
Note: For Normally Closed contacts,

Normally Open
remove the jumper between that Common
Pressure switch.
input’s terminals. Chassis
Open on fault.
Ground.
Up to 48 dry contact sensor inputs or Murphy device transistor

Normally Closed Level outputs can be connected to the TTD via a terminal block with
switch. Open on fault.
48 pair, screw type, each with a jumper for N.O. (Normally
Open) or N.C. (Normally Closed) configuration.
TTD G-Lead Choke Installation Instructions

1.
IMPORTANT: This installation is recommended for when con-
necting an ignition primary lead to the TTD annunciator to avoid
potential electrical noise problems. This choke has been specifical-
ly selected for the application.
The choke (Murphy part number 50000774) is shipped with each
TTD annunciator.
1. Open the choke and lay it on the table (1).
2. Lay the wire across the inside of the choke as shown (2).
2.
3. Wrap the wire around the outside of the choke as shown (3).
4. Wrap the wire back across the inside of the choke as shown.
The wire should lie next to the wire from step 2 (4).
5. While holding the wires, carefully close the choke as shown.

Be careful not to pinch the wire when closing the choke (5).
3.
NOTE: Keep the wire loops on the outside of the

choke as small as possible.
4. 5.
Backup Battery Replacement

6. PSU-2 Power Supply Module
WARNING!
Before disconnecting or connecting equipment, switch
the power OFF and, if applicable, lock it out. Assure
the area is in a non-hazardous condition before begin-
ning the installation of any new equipment or repairing
existing equipment. Bypassing these precautions may
present an environment in which explosive hazards are
present. “If you are working in a hazardous location,
take the appropriate precautions to assure the safety
of all personnel and equipment.”
7. Display
The TTD Annunciator contains a Backup Power Battery (shipped
loosed with the TTD annunciator) located in the power supply mod-
ule (see 6). While this battery has a potential life of up to 1 year, it
may require replacement. The LOW BATT icon will appear when the
internal backup battery voltage is below 5.0 volts. If the battery is
missing or the voltage falls below 4.6 volts, the LOW BATT icon will
blink. (see Voltage Reading; pg.27) Replace the battery when the
LOW BATT icon displays (see 7) in the lower left corner.
NOTE: 8.
Internal backup battery not required for normal operation.
Backup battery supplies power to operate TTD when CD Ignition
is the only source of power and it is not operating (Shutdown).
When CD Ignition or DC voltage is present, power is not con-
sumed from the internal backup battery.
To replace the battery, follow these steps:
1. Remove the Power Supply cover screws (located on

the sides of the PSU-2 Power Supply).
2. Carefully unplug the Power Supply from the Display Module,
(see 8).
3. Turn the Power Supply over to access the Backup Battery
compartment (see 8 and 9). 9.
4. Use caution not to damage other components in the Power
Supply compartment while removing and replacing the
Backup Battery. Suggested replacements for the Backup Battery
Holder +
Battery: 6 VDC, 1300 mAh, Duracell® DL223A or Sanyo® CR-
P2 lithium battery, available from Murphy (p/n 00005125).
-
5. Plug the Power Supply back onto the Display Module and
secure the two mounting screws.
6. Repower the system and resume normal operations.
TTD System
TTD-H Annunciator
SENSORS
DCS or Computer
SUPPLY
VOLTAGE Running
MConfig Pro
software
SPEED
INPUT
PSU-2 Power Supply

RS485/RS232 RS485/RS232
CONTROL (Modbus Slave)
OUTPUT (Modbus Master)
The Intuitive Display
Icons Description
The TTD features a static LCD display (A) with backlight (external DC
is required). The operating temperature is between -40° to 85°C. RUN – Run mode
The applicable icon and number (B, C and D) will be displayed to clari- RPM – Screen Value
fy the display readings or alert the operator to an operating condition. HOURS – Screen Value
TYPE – Channel Type Configuration
(A) LOW BATT – Low Battery Warning (displayed if the condition
exists)
(C) HISTORY – Alarm or Shutdown History

TEST – Test Mode
LUBE – Pre-lubrication Timer
POSTLUBE – Post-lubrication Timer
SHUTDOWN – Stop Mode
(D) ALARM – Alarm(s) Warning (displayed if the condition exists)
SETPOINT – Edit Set-point Value
(B)
SETUP – Setup Menu(s)
Front Panel Key Functionality
The operator can interface with the TTD Annunciator in one of two ways. One is via the Front Panel keypad.
The second way an operator can interface is with the Murphy MConfig® software. This provides the user with a
Template displaying the TTD Annunciator setup and status by reading the Modbus registers. Setup selections
can be made and the configuration saved to file for future reference. The software is free and can be down-
loaded from www.fwmurphy.com
TTD Keypad Features
Note: Because the keys have more than one function depending on the operational mode the system is in at the time,
the following TTD Keypad Functionality blocks indicate the keypad action seen if that key is pressed.
Shutdown Mode
NOTE:
The LOW BATT icon can show in any mode if the battery charge is low.
(A)
SHUTDOWN indicates the TTD identified a fault condition and alerts the operator
with cause of shutdown code.
(A) The current condition on the display is: the SHUTDOWN icon is on.
Key Function
Read Hours (B) Shows the operation hours for the displayed History record*.
(B)
Setup/Enter Press and hold the key for 5 seconds to access the Setup Menu:
The model number displays(C) and then the SETUP icon displays (D).
For more information, see the Setup Mode or Setup Screens.
Up Arrow Shows the previous History record (E)*.
(C) Down Arrow Shows the next History record*.
Reset Press [RESET] to start the Run Mode. For more information,
refer to the Run Mode.
* When not in the Setup Mode. History contains records for last 10 shutdowns and last 4 alarms.
(D)
(E)
Run Mode
(F) The condition on the display are: the RUN and RPM icons show and the ALARM icon
may be on.
(F) Key Function

Read Hours Shows the current operation hours. RUN icon indicates the hour
meter is in increment mode. (G)
Setup/Enter Press and hold the key for 5 seconds to access the Setup Menu:
The model number displays and then the SETUP icon displays.
(G)
For more information, see the Setup Mode or Setup Screens. (C)
Timer 0 Press [TIMER 0] to clear the active displayed timer.
Test Press [TEST] to enable the Test Mode and/or resets the test timer. (H)
Reset Press [RESET] to reset the active displayed timer.
Stop Press [STOP] to begin the Shutdown sequence.
(H)
TTD Keypad Features continued
Setup Mode - Menus

(I) The conditions on the display are: the RUN or SHUTDOWN icon may be on.
For detailed Setup instructions, see the Quick Start or Setup Screens.
(I)
Key Function
Setup/Enter If the unit is in SETUP 0, pressing [ENTER] exits the unit from the
Setup Mode. If the unit is in any other Setup, pressing [ENTER]
accesses the sub-menu for that Setup. For more information,
review Setup Mode – Edit Settings or Setup Screens.
Up Arrow Press [UP ARROW] to navigate to the next menu.
Down Arrow Press [DOWN ARROW] to navigate to the previous menu.
Reset/ESC Press [ESC] to exit from the Setup Menu and return to the
operational display for the current mode.
Stop If the system is in Run Mode, pressing and holding the [STOP]
key for 2 seconds will begin the Shutdown sequence.
Setup Mode - Edit Settings

The conditions on the display are: the SETUP icon shows, and either the Run or
SHUTDOWN icon may show. (J) Detailed instructions for using all screens are in the
TTD Configuration & Setup tutorial – Setup Screens.
(J)
Key Function
Setup/Enter Press [ENTER] to exit or advance a Setup menu and save changes.
Up Arrow Press [UP ARROW] to increment the value to the maximum range.
Holding the key accelerates the incrementing action.
Down Arrow Press [DOWN ARROW] to decrement the value to the minimum
range. Holding the key accelerates the decrementing action.
Reset/ESC Press [ESC] to exit or advance the Setup Menu without saving
your changes.
Stop If the system is in Run Mode, pressing and holding the
[STOP] key for 2 seconds will begin the Shutdown sequence.
Operational Display Messages
Pre-lubrication Timer Reading Several messages display during the start-up and run sequence. This tutorial
shows the screens that will display as the system starts.
With the unit in shutdown state and ready to start, press the [RESET] key. If
Class A inputs are not faulted, and the unit is equipped with the Pre/Post
Lube option, the unit goes into the PreLube cycle. If the unit does not have
the PreLube option, it will go to the B1 Timer display.
(A)
(A) Lube Timer 5 shows the remaining time on the cycle and the LUBE icon
B1 Timer Reading
shows on the display.
The PreLube cycle can be completed either by the timer reaching “zero,” or
the operator pressing [TIMER 0]. Pressing the [TIMER 0] key will zero the time
on the active visible timer only; all other active undisplayed timers will remain
(B) the same.
B2 Timer Reading
(B) Once the PreLube cycle completes, the outputs change state, and the B1
and B2 timers start. This display shows TIMER 1 as the remaining B1 time
counts down.
NOTE: If this is a TTD unit with optional Tachometer, the display alternates
between the active TIMER and RPM readings. If the TTD unit does not have
(C) Tachometer, the active TIMER reading alternates with the HOURS reading.
RPM Reading - Shows RPM**- Run Mode (C) Once the B1 Timer finishes, any time remaining on the B2 timer will show
in the display and the TIMER 2 icon will be visible in the lower right hand corner
of the display.
(D) On TTD models supplied with tachometer, once the B1 and B2 timers
have expired, the unit goes to a normal Run Mode. Both the RUN and RPM
(D)
icons will be visible, and the display gives the RPM reading. TTD units without
the Tachometer display the HOURS reading.
(E) Any conditions such as LOW BATT or ALARM alert the operator by having the
icon show on the display.
LOW BATT indicates low voltage on the Backup battery, and may indicate it is
(E)
time to replace the battery.
Ignition Delay Timer Reading
(F) At the detection of a fault, the TTD starts the shutdown sequence. The
ignition delay timer shows the time remaining on the timer before the ignition
is grounded or turned off. In addition, the fault channel shows on the left side
of the display and flashes.
(F)
(G) If the TTD is equipped with the Pre/Post Lube option and there is time
Post-lubrication Timer Reading remaining in the sequence, the POSTLUBE icon and the TIMER 6 icon displays
showing the remaining time on the timer.
( H ) When the PostLube time counts down, the Fault Channel numeric dis-
play moves to the right. The HISTORY icon is visible and the current shutdown is
(G) indicated in the lower right hand corner by 01.
This is the only time History records are available from the Front panel.
Shutdown Code - Shows Channel Tripped
History records can be read via the Modbus registers at any time.
(H)
Operational Display Messages continued
Hourmeter Reading @ Shutdown Record #1

(I) The TTD stores the Shutdown and Alarm History. The last 10 shutdown
codes and 4 alarms are stored with the hourmeter reading when they occur.
For example, if the unit is shutdown from sensor input 35, the display shows
01 in the lower right-hand corner of the display to indicate the last shutdown,
and the SHUTDOWN icon shows.
(I)
Press the [UP ARROW] key to see the History of the last 10 shutdowns. For
Hourmeter Reading - Running Hours more information, see Accessing Shutdown & Alarm History.
(J) If this is a TTD unit with Tachometer option, and the unit is in the Run
Mode, when the [READ HOURS] key is pressed, the display shows the run-
ning hours for 5 seconds. The display then returns to the RPM reading (K).
(J)
(L) Push the [TEST] key to start the Test Timer for up to 5 minutes. The TEST
Run Mode Showing RPM Reading icon shows in the display.
Test Mode allows the operator to simulate faults without the outputs chang-
ing state. In Test Mode, all other functions operate normally. Faulted inputs
display, but the system is not shutdown and the ALARM is not turned on.
When more time is needed to simulate inputs, the operator can press [TEST]
(K)
again for up to an additional 5 minutes of time.
Test Timer Reading Press [RESET] to reset the fault and then press the [TIMER 0] to exit the Test
Timer. These shutdowns override Test Mode:
- Emergency Shutdown (47,48)
- Overspeed (50)
- Manual Stop (52)
(L) - Underspeed (51)
- Loss of Ignition (49)
Alarm Code - Shows the Channel Tripped
- Optional Additional ESD, if chosen as ESD
If Class "C" functions are used, they will need to be bypassed to test other
sensors. When exiting Test Mode with Class "C" functions, press the [RESET]
and [TIMER 0] keys simultaneously.
(M)
(M) In an alarm situation, the ALARM icon is turned on and
the alarm point or channel displays. If the unit is equipped
(N) with a Tachometer option, the active point or channel alter-
Fault Codes Description nates with the running hours at the time of the alarm.
1-48 Indicates the input that has faulted or alarmed If a fault is detected or an alarm occurs, the appropriate
49 Loss of Ignition (When the CD ignition falls below fault codes display (N).
90 VDC± 10%, the firmware activates the fault)
50 Overspeed Backlight used as Status Indication
51 Underspeed If AC or DC power is connected the backlight function-
ality is implemented on Div. 2 power supplies.
52 Manual Stop
Run Mode – The backlight will be yellow under this
60 Watchdog Timer condition.
61 Loss of SPI Link Shutdown Mode – The backlight will turn red under this
condition. When a shutdown fault is detected, the back-
light will blink. The backlight blinking will continue for 5
minutes, and can be aborted if the user presses any key.
After 5 minutes, the backlight stays red. During manual
shutdown sequence the backlight will be red.
Configuration / Setup of the TTD Annunciator
E
A
F G
D C
(H)
TTD Setup and Navigational Screens
The TTD Annunciator can be setup by using the Front Panel.
Setting up the TTD from the Front Panel requires using the following keys:
(A) [SETUP or ENTER]
(B) [UP ARROW]
(I) (C) [DOWN ARROW]
(D) [ESC (ESCAPE) KEY]
The Setup Mode can be entered from either RUN or SHUTDOWN. However, settings
can only be changed when the SETUP icon is blinking.
Easy reference to Timer information (E), Sensor Types (F), and Setup Numbers
(G) is provided on the Front Panel.
(J) To enter the Setup Mode, press the [SETUP/ENTER] key (A) and hold until the
display shows HOLD (H). Continue to press the [SETUP/ENTER] key until the
model number is displayed.
The HOLD display counts down for 6 seconds, shows the (I) model number for
3 seconds and then shows (J) SETUP 0 to indicate the unit is in Setup Mode.
Press the [UP ARROW] (C) or [DOWN ARROW] key (B) to move through the
(K) Setup values.
After selecting a different Setup to view, press the [SETUP/ENTER] key to dis-
play the current configuration of that setup value.
To change a setting, press [SETUP/ENTER] again to access the menu choices.
Enter changes by using the [UP ARROW] or [DOWN ARROW] key. The only
(L) time a new value can be entered is when the Setup icon is blinking.
Press the [SETUP/ENTER] key again to save the new value. The display will
show SAVE (K) for a few seconds and then return to the Setup menu.
To exit without saving the change, press [ESC]. Press [ESC] again to exit from
the Setup Mode completely. The display will show ESC (L) and then return to
the operational screen.
Configuration / Setup of the TTD Annunciator continued
(M) Access During Run and Shutdown

Setup menus and settings can be viewed during RUN or SHUTDOWN, but most
menus cannot be changed while in Run Mode. To assure changes can be
made, access Setup menus while in Shutdown Mode. Press and hold the
[SETUP/ENTER] key for 6 seconds to enter the Setup Mode. The display
shows HOLD while the seconds count down.
When the countdown completes, the TTD is in Setup Mode. The unit model
(N)
message displays for about 3 seconds before the SETUP 0 message shows.
At this point, use the [UP ARROW] key to increment to another Setup Mode.
Password Protected Settings
THIS SYMBOL INDICATES PASSWORD PROTECTED

(O)
Some settings are password protected. If a password is required to change a
setting, CODE 00 displays indicating a numeric password should be entered
(M). If an incorrect password is entered, ERROR (N) displays for a few sec-
onds, and then the CODE 00 (M) notation returns to the display.
The password will only need to be entered once during any editing session. The
password is reset when the editing session is exited or is timed-out due to key-
(P) pad inactivity. Entering a code “0”, allows read-only access to Setup menus.
Use the [UP ARROW] and/or [DOWN ARROW] keys to enter the numeric
password specific to that TTD annunciator.
Inactivity Time Out

Setup procedures need to be started and completed in a timely manner.
If the TTD is in any Setup Mode, the display function returns to the previous
(Q) level of entry if there are no key presses within thirty seconds. For example, if
the TTD is in SETUP 3 (O), channel 25 is selected, and the choice of Sensor
Type is displayed, (P) after 30 seconds of keypad inactivity the TTD returns to
SETUP 3 (Q).
If another 30 seconds pass with no keypad activity, escape is activated and
the unit returns to the operational screens.
(R) THIS SYMBOL INDICATES EDITING DURING RUN MODE ALLOWED
Setup 1 - Timer Setup

This manual explains Setup values in order starting with SETUP 1. However,
once the SETUP icon is blinking, the [UP ARROW] or [DOWN ARROW] keys can
be used to increment to any Setup option. Once the option is reached, press
the [SETUP/ENTER] key to access the adjustments for that Setup.
(S) All timers are configured in SETUP 1. (R) When the SETUP icon is blinking, press
the [SETUP/ENTER] key to reach the specific timer to be set.
(Setup icon should blink about once a second.)
Use the [UP ARROW] or [DOWN ARROW] keys to change the configuration.
Once the change is completed, press the [ENTER] key to save the changes.
The unit will display SAVE (S) for few seconds, and then move to the next timer.
If a change is made, and then the [ESC] (escape) key is pressed, the TTD
moves to the next timer without accepting the change. If no changes were
made to the setting, press the [ESC] key to return to SETUP 1, or press
[ENTER] to move to the next timer.
Continue to press [ENTER] to move through all timers and review values or
make changes to values as necessary.
(T)
Timer 7 Delay Before No-Flow Shutdown
When an internal input detects a No-Flow condition, the Channel number that
detected the condition is displayed along with Timer 7 and its countdown.
If Timer 7 countdown expires the TTD will begin the shutdown sequence.
(T) Shows the Timer 7 display during No-flow delay before shutdown.
(U) (U) Shows Setup 1 – Timer 7 menu.
Timer 7 will not be armed until Timer 1 has expired. During Timer 1 count-
down, the channels enabled as No-Flow (CH41 - CH44) will be ignored.
Setting Timer 7 to zero (Ø) will cause an immediate shutdown when Timer 1
has expired If No-Flow is detected on any of the four enabled channels.
To enable or disable the No-Flow function use SETUP 4b thru 4E.
Timer The list of Timers, at left, is also on the Front Panel

Timer Class Timer Range
(see page 17-E):
Timer 1 Class B1 0 to 5 minutes
The active timer is indicated by the TIMER icon (A),
Timer 2 Class B2 0 to 10 minutes
timer number (B), and numeric display (C).
Timer 3 Test 0 to 5 minutes
(C)
Timer 4 IGN GND 0 to 20 seconds
Timer 5A Prelube 0 to 5 minutes
Timer 6 A
Postlube 0 to 10 minutes
(B)
Timer 7 AB
Delay Before No-Flow Shd. 0 to 10 minutes
A
When timer is set to zero (ø) the Timer’s feature is disabled or turned off.
B
Delay-Only Timer; it does not enable or disable No-Flow functionality. (A)
NOTE:
During Run Mode if more than one Timer is active at the same time, the Timers
will be displayed by the TTD in the following priority:
1. Timer 3
2. Timer 1
3. Timer 2
4. Timer 7
Timers not active during the Run Mode will not occur at the same time.
(D) PASSWORD PROTECTED
Setup 2 - Sensor Mode

(D) SETUP 2 is a feature that offers choices for predetermined configurations of
sensor class to input channel. These choices can emulate an existing annuncia-
tor being replaced or configure a new installation by using the closest template.
Units from the factory are set to an Emulation Template default of 1 with all
(F)
inputs set to Class A.
Once the unit is in Shutdown Mode, enter SETUP 2 and choose from one of the
eight pre-configured “Emulation Template Settings (E).” Review the template set-
tings in the first column of the Emulation Table and enter that number to select the
template (F).
Emulation Table
(E)
B1 B2 Over Remote Remote Local Remote
TEMPLATE SETTINGS Class A Class C
Lockout Lockout speed Reset Lockout ESD ESD
0 O n ly w h e n S E T U P 2 is s e t t o " 0 " c a n in d iv id u a l c h a n n e ls b e s e t in S E T U P 3
1 TTD Default N/A N/A (1-46) N/A N/A (45*) (46*) (47)**) (48**)
32 (1-15,
2 TTD Mark II 8 (16-23) N/A 4 (41-44) N/A (45*) (46*) (47)**) (48**)
24-40)
31 (10-30,
3 TTD Mark III 9 (1-9) N/A 4 (41-44) N/A (45*) (46*) (47)**) (31**)
32-40, 48)
Mark IV,
4 TTD 15 (1-15) N/A 25 (16-40) N/A N/A (45*) (46*) (47)**) (48**)
LCDT
Mark IV,
5 TTD 15 (1-15) N/A 25 (16-40) 4 (41-44) N/A (45*) (46*) (47)**) (48**)
LCDT+
6 TTD Generic 16 (1-16) 4 (17-20) 20 (21-40) 4 (41-44) N/A (45*) (46*) (47)**) (48**)
11 (20-27,
20 DD-20 Altronic 8 (10-17) N/A N/A N/A (45*) (46*) N/A N/A
30-32)
16 (10-17 , 24 (30-37,
40 DD-40 Altronic N/A N/A N/A (45*) (46*) N/A N/A
20-27) 40-47, 1-8)
* - If Remote Reset and Remote Lockout are selected in SETUP 4, any previous setting on channel 45 and 46 will be overridden.
** - Channel 47 and 48 are defaulted to Class ESD which means they will override the Te s t function and shutdown the unit.
They can be changed if desired.
( ) - numbers in parenthesis indicate terminal/channel numbers. The number in front of the () is the number of points in that template.
Note: When using the Altronic DD20 or 40 Emulation in a non-tachometer TTD, the overspeed channel must be configured.
(G) After selecting and saving a template, any point can be reconfigured by chang-
ing a single channel in SETUP 3. To do this, return to SETUP 2 and enter "0" as
the template setting (G). The points on the template originally selected are not
changed with this action. Next, go to SETUP 3 and change channels, as neces-
sary, to the preferred configurations.
(H) NOTES:
Terminals 45 & 46 are enabled in SETUP 4 for Remote Reset and Remote
Lockout functionality. If they are not enabled, they can be configured the same
as the other points. If they are enabled, they will override any previous setting.
Remote Reset can only be used in terminal 45 and Remote Lockout can only be
used in terminal 46.
(I)
Terminals 47 and 48 are defaulted to Class ESD. This means they will override
the Test function and Shutdown the unit. The functionality on these channels
can be changed, if desired.
When Template 20 is selected (H), the channel assignments will duplicate the
DD20 (J). Remaining channels are configured as inactive, but can be modified in
SETUP 3 once SETUP 2 is set to “0.” This also applies to Template 40 (K); with
the exception of channels 50 to 57 are assigned to TTD terminals 1 to 8.
If Template 20 or Template 40 is used in a unit without the tachometer option,
the overspeed channel must be configured.
(J) TTD
TTD Terminal
TerminalBlock Configuration
Block NO/NC forNO/NC
Configuration DD-20 for DD-20
1 1 2 2 3 3 4 4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12
13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20 21 21 22 22 23 23 24 24
25 25 26 26 27 27 28 28 29 29 30 30 31 31 32 32 33 33 34 34 35 35 36 36
37 37 38 38 39 39 40 40 41 41 42 42 43 43 44 44 45 45 46 46 47 47 48 48
Local ESD Remote ESD

Remote Reset
Class A Class B Ignore/ Inactive
Remote Lockout
(K) TTD Terminal

TTD Terminal Block
Block Configuration
Configuration NO/NC
NO/NC for DD-40 for DD-40
50 50 51 51 52 52 53 53 54 54 55 55 56 56 57 57
1 1 2 2 3 3 4 4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12
13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20 21 21 22 22 23 23 24 24
25 25 26 26 27 27 28 28 29 29 30 30 31 31 32 32 33 33 34 34 35 35 36 36
37 37 38 38 39 39 40 40 41 41 42 42 43 43 44 44 45 45 46 46 47 47 48 48
Remote Reset Local ESD Remote ESD

Class A Class B Ignore/ Inactive Remote Lockout
(A)
PASSWORD PROTECTED
Setup 3 - Sensor Type (Unit must be in Shutdown Mode to edit)

Individual sensor inputs can be changed in SETUP 3 (A). As shown in the
Sensor Types table (C), any channel can be set to one of the 11 available con-
(B) figurations. SETUP 2 must be set to “0” to make any changes in SETUP 3.
1. Press [SETUP/ENTER].
2. Use the [UP ARROW] key to increment and change the Channel number (B).
3. Press [SETUP/ENTER].
4. Use the [UP ARROW] key to select the Type (B).
(C)
5. Press [SETUP/ENTER] to SAVE the changes.
Sensor Types
0 Class A
1 Class B1 * Special Lockout is a fixed 5-minute timer. This timer starts at the same time as the B1
and B2 timers. While timing, the channel assigned this "type" is locked out. Unlike the B1
2 Class B2 and B2 timers, this timer cannot be reset or zeroed while the unit is running. The timer is
3 Class C reset only after shutdown or normal stop.
4 Class A Alarm Up to 48 dry contact sensor inputs or Murphy device transistor outputs can be connect-
ed to the TTD via a terminal block with 48 pair, screw type, each with a jumper for N.O.
5 Class B1 Alarm
(Normally Open) or N.C. (Normally Closed) configuration.
6 Class B2 Alarm
7 Class C Alarm
8 ESD
9 Ignore (Disabled)
10 Special Lockout*
PASSWORD PROTECTED
Setup 4 - Remote Reset Remote Lockout Select

(D) and No-Flow Enable Delay
Press the [ENTER] key to read SETUP 4A, press a second time to read SETUP 4b.
(D) Use SETUP 4A to set the Remote Reset/Remote Lockout configuration of
pre-selected channels 45 and 46 (F).
(E) Remote Reset and Lockout is enabled by this setup and will override any
(E) template setting. When the Remote Reset feature is enabled, a closed contact
on point 45 resets the TTD in the same manner as when using the [RESET] key.
The closed contacts to operate the Remote Reset feature should be kept
closed for no longer than approximately 1 second to cause a Remote Reset.
The Remote Lockout inhibits the Class B1 and Class B2 Lockout timers. These
Lockouts are ignored when Input 46 is an open contact. A closed contact at
(F)
( ) Input 46 allows the Lockouts to function normally. When the Remote Lockout is
Configuration Settings active, it resets the B1 and B2 Lockout timers, and Class "C" inputs. This is
0 Disabled intended to be used with automatic starting systems.
1 Remote Reset assigned in With the unit running, and an open contact on terminal 46, the display will flash
the CH45 (fixed) and display the B1 timer. On units with Tachometer, the display will flash and
2 Remote Lockout assigned
alternate between RPM reading and B1 timer.
in the CH46 (fixed) The TTD should be put into Remote Lockout immediately before stopping the
3 Remote Reset assigned in the engine. Close the contact once the engine is running. At that time, the B1 and
CH45 (fixed) and Remote Lockout B2 timers will be allowed to count down.
assigned in the CH46 (fixed)
(G)
Setup 4 - continued
No-Flow Switch Transition Time
Use SETUP 4b thru 4E to set No-Flow switch transition times.
Digital input channels 41 to 44 can be configured for detecting a transition of
the switches on a divider block of a compressor system. The channels are
(H) scanned to determined if a transition has occured in an acceptable time. The
time range settings are from 0 to 59 seconds. (The default setting is zero).
(G) SETUP 4b is the No-flow screen for CH41
(H) SETUP 4C is the No-flow screen for CH42
(I) SETUP 4d is the No-flow screen for CH43
(J) SETUP 4E is the No-flow screen for CH44
(I)
Setting the value to 0 (zero) on any channel will disable the No-flow function
for that channel and allows SENSOR MODE (SETUP 2) or SENSOR TYPE
(SETUP 3) to determine the Sensor channel functionality.
A non-zero value enables No-flow function for that channel and defines the
timeout for the channel. Enabling No-flow function overwrites the channel
SENSOR TYPE or SENSOR MODE configuration (reserves the channel only
(J)
for No-flow use).
The Test Mode will be ignored if the No-flow is enabled for the channel.
Because these inputs are always in transition, the inputs are always tested for
open and close.
NOTE:
Use SETUP 1 to configure (TMR7) Timer 7 delay before No-Flow shutdown.
(K)
PASSWORD PROTECTED
Setup 5 - Hourmeters
(K) This setup is for reading and/or resetting the hourmeter. There are two sepa-
rate hourmeters:
(L) - Hourmeter 5A can be reset.
- Hourmeter 5B is the TTD internal hourmeter and keeps track
of total RUN HOURS.
(L) 5A Hourmeter Setting. Range 0 to 65535 hrs. (This hourmeter can be reset.)
M) 5B Product Life Timer. Range 0 to 65535 hrs. (7.48 years non-stop. This
(M) hourmeter cannot be reset.) The Product Life Timer reading can also be
accessed through the Modbus or via the Setup menu.
Note: The hourmeter registers are in the display head not in the power supply,
and are not reset by changing the power supply.
(N)
PASSWORD PROTECTED
Setup 6 - Speed Calibration

The optional Tachometer functionality is configured in SETUP 6 (N). Pulses per
Revolution is calibrated as follows.
Press [SETUP/ENTER] to reach SETUP 6A (O). Pressing [SETUP/ENTER] a sec-
(O) ond time increments the display to 6B.
SETUP 6A is the Pulses per Revolution Setting. Speed input can be either
Magnetic pickup (MPU) or CD Ignition Primary Signal (IGN). The range is .5 to
450. Use the [UP ARROW] or [DOWN ARROW] keys to reach the desired set-
ting. Use Settings .5-16.5 with ignition input for speed, and settings 17-450 for
magnetic pickup input (10 kHz max frequency input).
In the Conversion Table (P), the number of cylinders and cycles of the engine deter-
(P)
mine the number of pulses per revolution for ignition input. Divide the number of
Cylinders Cycles Pulses
1 2 1 cylinders by 2 for split capacitor ignitions. Multiply the number of cylinders by 2 for
2 2 2 throwaway spark ignitions.
2 4 1
SETUP 6B (Q) is the RPM Filter Enable and Loss of Ignition selection and set-
3 2 3
4 2 4 ting. Use the [UP ARROW] or [DOWN ARROW] keys to select a value. Choose a
4 4 2 setting from the Loss of Ignition Shutdown and RPM Filter Table (R) to choose a
5 2 5 monitoring combination.
6 2 6
6 4 3 Loss of Ignition Shutdown is a Class C function that can be armed only after the
8 2 8 B1 Timer (TMR1) expires. When enabled and B1 Timer has expired, CD Ignition
8 4 4 must be present (above 90VDC) for at least 15 seconds to arm the Loss of
10 4 5
12 4 6
Ignition function. After being armed, if CD Ignition falls below 90VDC for at least
16 4 8 15 seconds the Shutdown sequence will begin and code 49 will be displayed.
NOTE: The tolerance of the CD Ignition voltage detection is ±10%. The arming
and shutdown delay of 15 seconds is not adjustable.
(Q)
(R) Value Loss of Ignition RPM Filter
Shutdown
0 (default) Enabled Disabled
1 Disabled Disabled
* If the TTD unit does not have
2* Enabled Enabled the Tachometer option, only the
3* Disabled Enabled 0 and 1 values are available
(A)
EDITING DURING RUN MODE ALLOWED
Setup 7 - Tachometer Overspeed Option

(A) Use SETUP 7 to adjust the Overspeed Setting. The range is 0 to 5000 rpm.
(B) (B) Press [ENTER] to view the Overspeed setting.

To change the setting, use the [UP ARROW] or [DOWN ARROW] keys to reach
the new Overspeed setting and press [ENTER] to save the change.
(C)
Setup 8 - Tachometer Underspeed Option

(C) Use SETUP 8 to adjust the Underspeed Setting. The range is 0 to
5000 rpm.
(D)
(D) Press [ENTER] to view the Underspeed setting.
To change the setting, use the [UP ARROW] or [DOWN ARROW] keys to reach
the new Underspeed setting and press [ENTER] to save the change.
(E)
Setup 9 - Communication Settings

(E) Use SETUP 9 to select ports, characteristics, and communication values for
remote devices. Use the [UP ARROW] and/or [DOWN ARROW] to reach setting.
(F)
(F) This is the RTU (Remote Terminal Unit) setting. The range is 1 to 99 (Node
number).
(G) This is the Port selection. There are two choices:
0 – RS485
(G) 1 – RS232
(H) This is the Baud rate selection. There are five choices:
0 - 9600,N,8,1
1 - 9600,N,8,2
(H)
2 - 19200,N,8,1
3 - 19200,N,8,2
4 - 38400,N,8,1 (only if the pulses/rev setting is greater than 16.5)
5 - 38400,N,8,2 (only if the pulses/rev setting is greater than 16.5)
(I)
PASSWORD PROTECTED
Setup A - Output Mode

(I) Upon Shutdown, the FV- (Fuel Valve minus) and the IGN SHDN (Ignition
Shutdown) terminals change state and either conduct-to-ground or open-to-
ground. The change of state depends on the configuration of SETUP A.
(J) There are four choices (J), terminals are shown in shutdown state:
GND “0”
TX Setting FV - IGN SHDN
RX “1”
B
“2”
0 Closed Closed
A
MPU “3” 1 Open Open
AUX
ALR 2 Open Closed
FV- “0”
FV+ “1” 3 Closed Open
DC
GND “2”
IGN SHDN
“3” Table Note: Closed indicates a closed to ground state and open indicates an
IGN
open to ground state when the TTD unit is in Shutdown Mode.
(K) Use the [UP ARROW] or [DOWN ARROW] key to select the Output Mode
setting. Press [ENTER] to save the setting.
(K)
(L)
Setup B - Unit Identification (ID)

(L) This function enables the operator to assign a six-digit numerical unit
number.
(M)
Use the [UP ARROW] arrow key to increment to the SETUP B option.
(M) Press [SETUP/ENTER] to access the Prefix screen and the [UP ARROW] or
[DOWN ARROW] keys to set the Prefix ID. The Range is 0 to 99.
Press [ENTER] to save the selection and the (N) Suffix ID screen displays.
(N)
Use the [UP ARROW] or [DOWN ARROW] keys to set the Suffix ID.
The range is 0 to 9999.
(A)
PASSWORD PROTECTED
Setup C - Factory Default

(A) This option returns all settings except the Product Life Time register back to
the default Factory settings.
(B)
Use these instructions to return the TTD unit to the original factory defaults:
1. Enter the correct numeric password. (B)
2. Use the [UP ARROW] key to set the value to 1 (C).
3. Press the [SETUP/ENTER] key to save the change. The screen display
(C) returns to SETUP C.
4. Press the [DOWN ARROW] to reach SETUP 0.
5. Press [ENTER]
6. The EEPR screen displays to verify the factory defaults have been reinstated. (D)
(D)
CAUTION:
Executing SETUP C resets all settings, registers, and hours. Shutdown and
alarm histories will also be erased.
(E)
Voltage Readings
(E) The internal backup battery, external DC, and ignition voltage readings are
available in the VOLT menu after SETUP C. These readings are updated
approximately every 4 seconds and are read-only.
(F) Press the [ENTER] key to view each of the readings:
- Internal Backup Battery voltage (F)
- External DC (G)
- Ignition Voltage, peak, if the ignition is wired to the TTD unit (H)
(G) If Internal Backup Battery, External DC, and CD Ignition are connected and
operational, power for the TTD has the following priority:
First - External DC is used unless voltage falls below 9VDC,
Next - CD Ignition is used unless peak voltage falls below 90VDC,
Next - Internal Backup Battery is used when no other voltage is present.
(H)
NOTE:
The TTD will operate normally under Internal Backup Battery power except
communication functions and backlight will be disabled.
If Underspeed (pg.25) and/or Loss of Ignition (pg.24) are enabled, the TTD may
Shutdown when CD Ignition is not present. The tolerance for CD Ignition
detection ±10%.
(I)
Software Version
The Version menu (I) offers a quick and easy way to check the firmware ver-
sions in the TTD components.
To verify the current firmware, press [ENTER] to access the Version SETUP H
or SETUP P. Press [ENTER] the first time to view SETUP H. Pressing [ENTER]
(J)
a second time reaches SETUP P.
SETUP H indicates the software version in the Display Head. In this sample (J),
the version is 6.3. (Read 6 point 3)
SETUP P indicates the software version in the Power Supply. In this sample
(K)
(K), the version is 6.2. (Read 6 point 2)
(L)
Special Features (Password Code)
To view and/or change the code, press and hold the [READ HOURS] key while
the TTD is powered up (L).
Set the code by pressing the [UP ARROW] and [DOWN ARROW] keys in the
range of 0 to 99.
Entering a code Ø, disables the password protection. All the menus protected
can be accessed for read and write without restrictions and the Entry Code will
be disabled.
Pressing the [SETUP/ENTER] key saves the code.
Communications
Communication Port
A single bi-color (GREEN/RED) LED will be provided to give visual indication of active transmit and receive traffic. Only
one connection will be active at any time.
Interface: Factory configured for RS485; field-selectable for RS232 or RS485.
Baud/Configuration: 9600, 19.2K, 38.4K(*);N,8,1;N,8,2 (setup configuration is in SETUP 9)
Protocol: Modbus (Slave)
Connection: There will be 2 screw terminal connectors for RS485.
These will be printed or labeled as A and B.
There will be 2 screw terminal connectors for RS232.
These will be printed or labeled as RX and TX.
There will be 1 screw terminal common for both ports.
This will be printed or labeled as GND.
(*) 38.4K Baud will not be available when IGN input is selected as the source for RPM calculations. When MPU is selected, this feature is available for selection.
Modbus Register Address Listings

Address Description Type Min Value Max. Value Default Value
40,001 RPM R - - -
40,002 ETM (elapsed Time Meter 0-65535 Hrs.) R - - -
40,003 Class B1 Timer (secs.) R - - -
40,004 Shutdown Code R - - -
40,005 Output Status Bit Map R - - -
Bit Description
0 Ignition (1 grounded, 0 ungrounded)
1 Fuel Valve (1 grounded, 0 ungrounded)
2 Alarm (1 grounded, 0 ungrounded)
3 Pre / Post Lube (1 grounded, 0 ungrounded)
4 N/A
5 N/A
6 N/A
7 N/A
40,006 Inputs 1-16 Status Bit Map R - - -

40,009 Class B2 Timer (secs.) R - - -
40,010 Test Timer (secs.) R - - -
40,011 Ignition Ground Timer (secs.) R - - -
40,012 PreLube Timer (secs.) R - - -
40,013 PostLube Timer (secs.) R - - -
40,014 No-Flow Timer (secs.) R - - -
40,015 TTD-H SPI (diagnostic use only) R - - -
40,016 PS-TTDH Sync. Flag R - - -
40,017 TTD-P SPI (diagnostic use only) R - - -
40,018 Battery Voltage x10 R - - -
40,019 External DC Voltage x10 R - - -
40,020 Ignition Voltage x10 R - - -
40,021 B1 Timer Setting (TMR1) R/W** 0 300 300
40,022 B2 Timer Setting (TMR2) R/W** 0 599 599
40,023 Ignition Timer Setting (TMR4) R/W** 0 20 3
40,024 PreLube Timer Setting (TMR5) R/W** 0 300 300
40,025 PostLube Timer Setting (TMR6) R/W** 0 599 599
40,026 Sensor Mode Setting R/W* 0 40 1
40,027 Input Type #01 R/W* 0 10 0
40,028 Input Type #02 R/W* 0 10 0
40,029 Input Type #03 R/W* 0 10 0
40,030 Input Type #04 R/W* 0 10 0
Communications continued

40,031 Input Type #05 R/W* 0 10 0
40,032 Input Type #06 R/W* 0 10 0
40,033 Input Type #07 R/W* 0 10 0
40,034 Input Type #08 R/W* 0 10 0
40,035 Input Type #09 R/W* 0 10 0
40,036 Input Type #10 R/W* 0 10 0
40,037 Input Type #11 R/W* 0 10 0
40,038 Input Type #12 R/W* 0 10 0
40,039 Input Type #13 R/W* 0 10 0
40,040 Input Type #14 R/W* 0 10 0
40,041 Input Type #15 R/W* 0 10 0
40,042 Input Type #16 R/W* 0 10 0
40,043 Input Type #17 R/W* 0 10 0
40,044 Input Type #18 R/W* 0 10 0
40,045 Input Type #19 R/W* 0 10 0
40,046 Input Type #20 R/W* 0 10 0
40,047 Input Type #21 R/W* 0 10 0
40,048 Input Type #22 R/W* 0 10 0
40,049 Input Type #23 R/W* 0 10 0
40,050 Input Type #24 R/W* 0 10 0
40,051 Input Type #25 R/W* 0 10 0
40,052 Input Type #26 R/W* 0 10 0
40,053 Input Type #27 R/W* 0 10 0
40,054 Input Type #28 R/W* 0 10 0
40,055 Input Type #29 R/W* 0 10 0
40,056 Input Type #30 R/W* 0 10 0
40,057 Input Type #31 R/W* 0 10 0
40,058 Input Type #32 R/W* 0 10 0
40,059 Input Type #33 R/W* 0 10 0
40,060 Input Type #34 R/W* 0 10 0
40,061 Input Type #35 R/W* 0 10 0
40,062 Input Type #36 R/W* 0 10 0
40,063 Input Type #37 R/W* 0 10 0
40,064 Input Type #38 R/W* 0 10 0
40,065 Input Type #39 R/W* 0 10 0
40,066 Input Type #40 R/W* 0 10 0
40,067 Input Type #41 R/W* 0 10 0
40,068 Input Type #42 R/W* 0 10 0
40,069 Input Type #43 R/W* 0 10 0
40,070 Input Type #44 R/W* 0 10 0
40,071 Input Type #45 R/W* 0 10 0
40,072 Input Type #46 R/W* 0 10 0
40,073 Input Type #47 R/W* 0 10 8
40,074 Input Type #48 R/W* 0 10 8
40,075 Remote Reset / Remote Lockout Setting R/W* 0 3 0
40,076 Hours Setting R/W* 0 65535 0
40,077 Pulses Per Revolution Setting x10 R/W* 5 4500 60
40,078 RPM Filter/Loss of Ignition Setting R/W* 0 3*** 0
40,079 Overspeed Setting R/W** 0 5000 1000
40,080 Underspeed Setting R/W** 0 5000 100
40,081 Output Mode Setting R/W* 0 3 0
40,082 ID- Prefix R/W** 0 99 0
40,083 ID- Sufix R/W** 0 9999 0
40,084 Password R/W** 0 99 -
Communications continued
40,085 Test Timer Setting (TMR3) R/W** 0 300 300
40,086 Life Timer R - - -
40,087 TTD-H Firmware x10 R - - -
40,088 PSU-X Firmware x10 R - - -
40,089 PSU Type R - - -
120- Base Model + No Flow
121- Base Model + Tach + No Flow
122- Base Model + Lube + No Flow
123- Base Model + Tach + Lube + No Flow
124- Base Model
125- Base Model + Tach
126- Base Model + Lube
127- Base Model + Tach + Lube
40,090 OSC Calibration R - - -

40,091 PSU Power-up (PUR or WDT) R - - -
40,092 PSU Update History Shutdown Data R - - -
40,093 No-Flow Timer Setting (TMR7) R/W** 0 599 0
40,094 CH41 TON/TOFF R/W* 0 59 0
40,095 CH42 TON/TOFF R/W* 0 59 0
40,096 CH43 TON/TOFF R/W* 0 59 0
40,097 CH44 TON/TOFF R/W* 0 59 0
40,098 Low DC Voltage Alarm R/W** 0 32 0
40,099 Low Backup Battery Alarm R/W** 0 1 0
40,100 N/A R - - -
40,101 SD History #1 R - - 0
40,102 ETM @ SD1 R - - 0
40,103 SD History #2 R - - 0
40,104 ETM @ SD2 R - - 0
40,105 SD History #3 R - - 0
40,106 ETM @ SD3 R - - 0
40,107 SD History #4 R - - 0
40,108 ETM @ SD4 R - - 0
40,109 SD History #5 R - - 0
40,110 ETM @ SD5 R - - 0
40,111 SD History #6 R - - 0
40,112 ETM @ SD6 R - - 0
40,113 SD History #7 R - - 0
40,114 ETM @ SD7 R - - 0
40,115 SD History #8 R - - 0
40,116 ETM @ SD8 R - - 0
40,117 SD History #9 R - - 0
40,118 ETM @ SD9 R - - 0
40,119 SD History #10 R - - 0
40,120 ETM @ SD10 R - - 0
40,121 Alarm History #1 R - - 0
40,122 ETM @ AL1 R - - 0
40,124 ETM @ AL2 R - - 0
40,126 ETM @ AL3 R - - 0
40,128 ETM @ AL4 R - - 0
* Only accept Modbus write register(s) during Shutdown Mode.

** Accept Modbus write register(s) during Run and Shutdown Modes.
*** Range is 0 to 1 for non-Tachmeter models. (See SETUP 6 - SPEED CALIBRATION section for details).
Specifications
Power Requirements: Communication Ports: 1

PSU-2: 10-32VDC, 10W (max); 90-400VDC CD Ignition, 750uA @ A single bi-color (GREEN/RED) LED is provided to give visual
100VDC (max) indication of active transmit and receive traffic. Only one connec-
PSU-1, PSU-D2: 10-32VDC, 10W (max); 90-400VDC CD Ignition, tion will be active at any time.
750uA @ 100VDC (max);120VAC 50/60Hz, Positive/Negative Interface: Factory configured for RS485; field-selectable for
Ground options. RS232 or RS485.
On-Board Backup Power: Lithium battery, 6 VDC, 1300 mAh. Baud/Configuration: 9600, 19.2K, 38.4K(**);N,8,1;N,8,2
Digital Inputs: 48 (a.k.a. Channels) Protocol: Modbus (Slave)
Sensor Types: Discrete Input, N.O./N.C., intrinsically safe or non- Connection: There are 2 screw terminal connectors for RS485.
incendive There are 2 screw terminal connectors for RS232.
Magnetic Pickup Input: There is 1 screw terminal common for both ports labeled as GND.
One Magnetic Pickup Sensor Input: 3.6 - 120 VAC, 2-10 kHz. Third Party Approvals Pending:
Outputs: TTD-H, PSU-2, and PSU-D2: CSA Class I, Division 2, Groups B,
IGN: 0.4A @ 400VDC(*) for 5 seconds C, and D.
0.15A @ 400VDC(*) cont. duty PSU-1: CSA Class I, Division 1, Groups B, C, and D.
FV- : 0.5A @ 400VDC(*) cont. duty
Intuitive Display Icons:
ALR: 0.5A @ 48VDC
Display status and assist in setup and operation resulting in greater
AUX: 0.5A @ 48VDC
ease of operation and interface. The appropriate icon will turn on to
Operator Interface:
indicate unit status or navigation through the setup features.
Display Type: LCD, Static, 80 segment, custom text with LED
Backlight RUN - Run mode
Display Viewable Area: ~ 2.79 x 1 in. (71.04mm x 25.4mm) RPM – Screen Value
Display Contrast: Automatic HOURS – Screen Value
Display Backlight: Yellow (Normal Operation); Red (Shutdown) TYPE – Channel Type Configuration
(Backlight will only be available when unit is powered by DC LOW BATT – Low Battery Warning (displayed only when con-
or AC. This feature is not be available on PSU-1.) dition exists)
Voltage Level Monitor: Monitor and display voltage level of DC HISTORY – Shutdown History
Supply, CD Ignition, and internal battery. TEST – Test Mode
LUBE – Pre-lubrication Timer
Keypad: 6 switches: Ridge Embossed, Metal Dome, Tactile 14
POSTLUBE – Post-lubrication Timer
Oz. Trip Force
SHUTDOWN – Stop Mode
Enclosure Cutout: 5.25 x 5.25 inches (133 mm).
ALARM – Alarm(s) Warning (displayed only when condition
Operating Temperature: -40 to +85 degrees C
exists)
Viewable Temperature: -40 to +85 degrees C
SETPOINT – Edit Set-point Value
Storage Temperature: -40 to +85 degrees C
SETUP – Setup Menu(s)
Tachometer Accuracy: ±0.5% of the display reading or ±1 RPM,
whichever is greater.
Resetable Hourmeter Range: 0 to 65535 hrs.
(**) 38.4K Baud will not be available when IGN input is selected
Non-Resetable Hourmeter Range: 0 to 65535 hrs.
as the source for RPM calculations. When MPU is selected,
Hourmeter Accuracy: ±1 hour per year.
this feature is available for selection.
(*) CSA approval for 250VDC maximum pending.
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Dimensions
WARNING: Perform the mounting operation with power source off. The TTD head was designed to be mounted within a weather-
proof enclosure. It is intended for mounting in a flat panel. A square mounting hole of 5-1/2 in. (140 mm) and 4 mounting screw
holes are needed. Insert the module from the front side of the panel and secure the 4 mounting screws and nuts through the bezel.
TTD Display Head
Front View Side View Mounting Hole

6-1/2 in. (165 mm) 4-1/2 in. (113 mm) 6.0 in. (152 mm)
Label
5.50 in.
6-1/2 in. (140 mm)
(165 mm)
READ
HOURS
SETUP
ENTER 5-1/4 in.
(133 mm)
RESET STOP
ESC TEST TIMER “O”
3 in. (76 mm)

3/4 in. (19 mm) 2-3/4 in. (69 mm) 0.156 in. (4 mm) dia. 4 places
Power Supply
Top View End View Side View
4-1/2 in. (114 mm) 2 in. (51 mm)

2-3/4 in.
(72 mm)
1 in.
(25 mm) 1/8 in.
Label (4 mm) Label
3/4 in. 1/4 in. (7 mm)

4-3/4 in. (124 mm) (22 mm)
+1 281 633 4500 fax +1 281 633 4588 +44 1722 410055 fax +44 1722 410088 Campbellfield, Vic 3061; Australia
FW Murphy e-mail sales@fwmurphy.com e-mail sales@fwmurphy.co.uk +61 3 9358 5555 fax +61 3 9358 5558
Tulsa, Oklahoma 74147 USA Blvd. Antonio Rocha Cordero 300, Fracción del Aguaje MURPHY SWITCH OF CALIFORNIA
+1 918 317 4100 San Luis Potosí, S.L.P.; México 78384 41343 12th Street West
fax +1 918 317 4266 +52 444 8206264 fax +52 444 8206336 Palmdale, California 93551-1442; USA
D
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e-mail sales@fwmurphy.com Villahermosa Office +52 993 3162117 +1 661 272 4700 fax +1 661 947 7570
STER
USA–ISO 9001:2000 FM 28221
www.fwmurphy.com e-mail ventas@murphymex.com.mx e-mail sales@murphyswitch.com UK–ISO 9001:2000 FM 29422
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TDX-9110N
Installation and Operation Instructions for Revised 11-02

Section 10
(00-02-0169)
TDX6 Temperature Scanner/Pyrometer

Please read the following information before installing. A visual inspection of this product for damage during shipping is
recommended before mounting. It is your responsibility to have a qualified person install this unit.
GENERAL INFORMATION
**
WARNING
✔ Disconnect all electrical power to the machine. †
Dimensions
Description Side View Back View
The TDX6 is an advanced design 6-point temperature scanner and pyrometer. It 4-5/8 in. 3-1/2 in.
continually scans six grounded†† or ungrounded thermocouples, displays the (117 mm) (89 mm)
temperature of the thermocouple selected and has adjustable trip points for each Mounting Clamp
input. A trip point read/scan knob provides for display and check/adjustment of the
thermocouple temperature trip point. If any trip point is reached, its output “turns 3-3/4 in.
(95 mm)
on” and can be used as a control signal, or to initiate alarms and/or shutdown.
4-3/8 in.
Specifications (111 mm) 3-3/4 in.
6-3/4 in. (95 mm)
Power Requirements (Operating Voltages): 120 VAC or 80-250 VDC, (171 mm)
clearance for plug
CD ignition or 24 VDC.
Round Hole Mounting (TDXF6)
Outputs: Mounting Hole
Models TDX6-A and TDX6-C: Six (6) isolated Silicon Controlled Rectifier Square Hole Mounting 4-3/4 in. (121 mm)
diameter
(S.C.R.) outputs; 0.5 A @ 250 VDC; switches on (applies ground) above 3-9/16 in.
(90 mm)
trip point and switches off (removes ground) when power is switched off.
Models TDX6-B and TDX6-D: Six (6) isolated Field-Effect Transistor
(F.E.T.) outputs; 0.1 A @ 250 VDC; switches on (applies ground) above 3-9/16 in. 120 120
trip point and switches off (removes ground) below trip point. (90 mm)
Operating Temperature: -4 to 158°F (-20 to 70°C).

Storage Temperature: -40 to 300°F (-40 to 150°C).
Case: ABS 1/4 DIN (90 x 90 mm). 1/4 in. (6 mm) dia.
holes (3 places) 120
Scanning Speed: Complete scan in 30 seconds.
Reset Differential: F.E.T. models: Decreases 3 Degrees (°F or °C). TDX6 Interface Capabilities
S.C.R. models: Turn input power off to reset. Model Power Source Rating
Display Update Time: Updates temperature every 0.3 seconds. LCDT CD Ign., 120 VAC, 12/24 VDC Cl.I, Div.1, Gr.D, Haz. areas*
Start-up Time Delay: Unit is locked out for 10 seconds after S1400 120 VAC or 12/24 VDC Cl.I, Div.1, Gr.D, Haz. areas*
ignition voltage is sensed. MARK II CD Ignition, pos. or neg. grnd Cl.I, Div.2, Gr.D, Haz. areas**
Ambient Cold Junction Compensation Range: TATTLETALE® CD Ign., 120 VAC, 12/24 VDC Non-Hazardous areas
2°F from 32°F to 122°F (1°C from 0°C to 50°C). PLC’s and various non-Murphy annunciators–contact factory.
Measurement Range: Monitor Range 0-1999°F or °C. *An isolation barrier is needed between the TDX6 and an Annunciator rated for
Accuracy: With J-type thermocouple: from 50-150°F (10-66°C) +3°F(+2°C), Class I, Division 1, Group D, Hazardous Areas.
from 150-1200°F (66-649°C) ±1.0% of reading. **When used with approved ignition. Contact Murphy for details.
With K-type thermocouple: from 400-2000°F (204-1076°C) ±1.0% of reading. †When power requirements are used as stated in Specifications section.
Trip Point Accuracy: ±3°F (±2°C) of reading. ††Using grounded thermocouples introduces the risk of odd currents or voltages being
imposed on the thermocouple signal which can affect the accuracy of the reading. This
Trip Point Adjustment Range: 0-1999 Degrees. is an inherent problem of grounded thermocouples, the reason why we prefer unground-
Open Thermocouple Input: A number 1 appears in the display to the right ed thermocouples.
of the channel number and the trip point operates.
WIRING AND OPERATION
Even though the TDX6 is a six channel temperature monitor, it will monitor Thermocouple Extension Wire Color Code Chart
and display from 1 to 6 thermocouples with equal results. When monitoring less Thermocouple Thermocouple Color Code/Material
than six temperature channels, always jumper the unused thermocouple termi- Type (P/N) Extension Wire (P/N) Positive Lead Negative Lead
nals on the back of the TDX6 with the factory installed jumper provided. The J (10-00-0526) Jx (00-00-3271) White/Iron Red/Constantan
unused channel will display approximate ambient temperature. K (10-00-0527) Kx (00-00-3272) Yellow/Chromel Red/Alumel
Wiring To prevent problems of interference from electrical noise, DO NOT route

Grounded†† or ungrounded thermocouples thermocouple wires in the same conduit or within 12 in. (305 mm) of igni-
1. Connect the thermocouple leads to the thermocouples (if using extension tion wires or alternating current conductors.
wire, see “Using Thermocouple Extension Wire” section). NOTE: Attach When connecting the thermocouple leads, twist the wire connections, then
wire markers to each thermocouple lead identifying polarity and thermo- install wire nuts, such as ceramic, which have no metal insert.
couple number. Connecting Power Wires
2. Remove factory installed jumper on the TDX6 for each thermocouple to 1. Be sure power is “OFF”.
be installed.
2. Connect the power input leads to the small terminal block located on back
3. Connect positive lead of thermocouple TC1 to the positive (+) terminal of of the TDX6 (TDX6 connections have no polarity).
terminal strip TC1 (see wiring diagram below).
1 INPUT
3 Operation Test
JUMPER POWER INPUT Perform the Operation Test after the TDX6 is installed and wired appropriately.
5
2 Load
1. Slowly rotate each trip point potentiometer clockwise until detent is felt.
+ + TP 1 + + 4 2. Apply power to the monitor.
TC 1 - TC 1 - COM -
LCDT,
+ PWR TP 2 +
TC 2
- TC 2 INPUT TP 3 +
MARK II, 3. Verify that the “Trip Point Read” knob is in the “scan” mode. The left side
+ S1400,
TC 3
- TC 3
COM - TATTLETALE ® etc. of the display will show the thermocouple number. The right side of the
TP 4 +
TC 4 + display will show the temperature of that thermocouple.
- TC 4 TP 5 +
+ COM -
TC 5
- TC 5 TP 6 + NOTE: When “Trip Point Read” knob is in the “scan” mode, depressing the
COM -
TC 6 +
- TC 6
“Thermocouple Read” push button will stop the scan sequence at the next chan-
TDX6 nel, and display the thermocouple number and its reading. Scanning will
NOTES: resume approximately 3 seconds after the “Thermocouple Read” push button is
1 Remove input jumper when the thermocouple is connected to input. released. With “Trip Point Read” knob selecting a number, the “Thermocouple
2 Thermocouple Input Read” push button should not be depressed.
3 Power input 120 VAC, 80-250 VDC, CD ignition or 24 VDC, 4. Set “Trip Point Read” knob to the “1” setting. On the right side of the dis-
positive or negative ground.
4 Interfaced components must meet area classification requirements.
play window you will see the trip point reading of the TC1 thermocouple.
The left side of the display will continue to scroll 1 to 6 indicating that the
5 When using the TDX6 with inductive loads, we recommend
installing a suppression diode across all coils. unit is still scanning all channels.
5. Rotate the TP1 trip point potentiometer counterclockwise until trip point TP1
4. Connect negative lead of thermocouple TC1 to the negative (–) terminal turns on and trips the shutdown device or alarm. Verify by observation.
of terminal strip TC1. 6. Rotate the trip point potentiometer TP1 clockwise several turns to turn off TP1.
5. Repeat steps 2 thru 4 with each thermocouple to be monitored. 7. Reset alarm or shutoff device.
Using Thermocouple Extension Wire 8. Set “Trip Point Read” knob to the TP2 position to display the TP2 temper-
If the thermocouple leads are not long enough, you will need to use thermocouple ature trip point.
extension wire. Thermocouple extension wire must be of the same material as the 9. Repeat steps 4 thru 7 with each thermocouple to be tested.
thermocouple lead wires (see “Thermocouple Extension Wire Color Code” chart).
Metallic-shielded thermocouple wire is recommended. It provides electrical Trip Point Adjustment
1. Apply power to the temperature monitor.
shielding as well as protection against wear and abrasion.
2. Set “Trip Point Read” knob to the “1” position.
CAUTION: The use of non-thermocouple wire will cause inaccurate 3. Rotate the trip point adjustment potentiometer TP1 until the display
temperature sensing and erratic operation. KEEP ALL HIGH indicates the desired trip point temperature for TP1.
VOLTAGE WIRING SUCH AS SPARK PLUG OR IGNITION 4. Repeat steps 2 and 3 for each thermocouple to be set.
WIRES AWAY FROM THERMOCOUPLES AND EXTENSION WIRING.
5. Turn “Trip Point Read” knob to “scan” position to resume operations.
e-mail sales@fwmurphy.com e-mail sales@fwmurphy.co.uk +61 3 9358 5555 fax +61 3 9358 5558
FW Murphy
MURPHY DE MEXICO, S.A. DE C.V. www.fwmurphy.co.uk e-mail murphy@macquarrie.com.au
P.O. Box 470248
Blvd. Antonio Rocha Cordero 300, Fracción del Aguaje MURPHY SWITCH OF CALIFORNIA
San Luis Potosí, S.L.P.; México 78384 41343 12th Street West
+1 918 317 4100 +52 444 8206264 fax +52 444 8206336 Palmdale, California 93551-1442; USA
D
RE
fax +1 918 317 4266 GI

E
Villahermosa Office +52 993 3162117 +1 661 272 4700 fax +1 661 947 7570
STER
USA–ISO 9001:2000 FM 28221

e-mail sales@fwmurphy.com e-mail ventas@murphymex.com.mx e-mail sales@murphyswitch.com UK–ISO 9001:2000 FM 29422
www.fwmurphy.com www.murphymex.com.mx www.murphyswitch.com

TDX-9110N page 2 of 2
00-02-0161
Installation for 4-1/2 in. (114 mm) dial Revised 03-06

Section 05
Pressure Murphygage® and Swichgage® instruments

Model Series: OPLC, OPLG, OPLBP, 45APE, 45APEBP, PT167EX and 45 Series
Options: -OS, -ES, -P4 and -P6
Please read the following instructions before installing. A visual inspection is recommended before mounting. General Information
and these installation instructions are intended for all 4-1/2 in. (114 mm) dial pressure models.
GENERAL INFORMATION
Sensing Element: Bronze or 316 stainless steel bourdon tube.

Gage Accuracy:
WARNING All models and 45APE/45APEF between switch points:

±2% for first and last quarters of scale; middle half of scale is ±1%.
Model 45APE/45APEF
Indicating Pointer above or below set point:
BEFORE BEGINNING INSTALLATION OF THIS MURPHY PRODUCT Range Accuracy (±% F.S.) above and below s.p. only
<100 (except 15 psi) 10
✔ Disconnect all electrical power to the machine. 15 15
✔ Make sure the machine cannot operate during installation. 100-300 4
✔ Follow all safety warnings of the machine manufacturer. 400-1500 2
2000 12
3000-5000 8
Based on testing performed with switch point at mid scale which represents worst case.
OPLC and OPLFC Swichgage instruments have high and low limit HIGH SET POINT LOW SET POINT
POINTER LOCATION
POINTER LOCATION
contacts to monitor, alarm or shut down. The OPLC has a flanged case. A method
to override the low limit contact for start-up is provided on most models. See 50
50 40 60
Operation Test section–page 3. 40 60
INCREASING ERROR
OPLFC can be direct or panel mounted (see page 2). 300 400 FOR INDICATING 30 300 400 70
30 70 INCREASING ERROR POINTER
200 FOR INDICATING 200 500
OPLG and OPLFG Murphygage indication-only pressure instrument are 500 POINTER
PRESSURE
PRESSURE
20 80 20 80
similar to OPLC and OPLFC models, without switch (limit) contacts. 100 100
600 600
45 Series includes a magnetic switch to stop an engine or electric motor 10 90 10 90
0 0
each time the gage contact operates. A lockout push button overrides low kPa kPa
0 PSI 100 0 PSI 100
contact for startup. Other variations available.
MAXIMUM ERROR
MAXIMUM ERROR
45APE and 45APEF Series are versions of the OPLC Series
featuring 2 snap-acting SPDT switches instead of the pointer type contacts. Switch Point Accuracy: ±1.5% (45APE/45APEF).
These units do not include low contact lockout.
Switch Reset Deadband: Approximately 10% FS (45APE/45APEF).
OPLBP and 45APEBP are versions of the OPLC and 45APE Snap-Acting Switches: See wiring information (page 4) (45APE/45APEF).
featuring pilot duty limit switches connected to an internal latching control Overrange: Do not exceed 10% FS above full range.
relay for “on/off” control directly or through a motor starter.
Pressure Relief Disc: Back of case (except EX models).
PT167EX The Murphy PT167EX is a pressure Swichgage instrument Dry Relay Contact (“BP” Models): 10 A @ 28 VDC or 10 A @ 120 VAC.
connected to a threaded pressure diaphragm housing. The Swichgage instrument is Wire Connections (Surface Mount): 1/2 NPTF conduit/ terminal block.
enclosed in an explosion-proof case and is CSA rated for Class I, Division 1, Wire Connections (Panel Mount): Wire leads, 18 AWG (1.0 mm2) x 9 in. (229 mm) long.
Groups C and D.
Wire Connections (-ES, -OS): 1/2 NPTM conduit and wire leads,
Specifications All except 45APEF:
18 AWG (1.0 mm2) x 33 in. (838 mm) long.
Dial: White on black, dual scale, psi/kPa standard, 4-1/2 in. (114 mm) diameter. 45APEF
Case: Die cast aluminum, surface or panel mount. 24 AWG (0.22 mm2) x 33 in. (838 mm) long.
Process Connection: 1/4 NPTM thru 1000 psi; 1/2 NPTM 1500 - 10,000 psi. Item Weight: 5 lbs 6 oz (2.4 kg) approximately.
Explosion-proof models: 21 lb. (9.5 kg) approx.
Precautions: Do NOT exceed rated pressure range. Item Dimensions: 10 x 9 x 6 in. (254 x 229 x 152 mm) approximately.
Dope or use teflon tape on connection threads. Do not block Explosion-proof models: 12 x 12 x 9 in. (305 x 305 x 229 mm) approximately.
the inlet orifice. For direct mount into the process, a vertical
or ninety degree mounting is recommended.
Use wrench on shank to tighten or loosen connection. Do not twist
Warranty
case when installing, this will damage internal components and will A limited warranty on materials and workmanship is given with this
void the warranty. Do not overtighten. FW Murphy product. A copy of the warranty may be viewed or printed by
Use shock mounts as necessary to prevent excessive vibration. going to www.fwmurphy.com/support/warranty.htm.
If liquid in the system freezes, it will expand and will damage the tube. *Selected configurations are third party listed. Consult factory for details.
For 45APE Series – Low setpoint should be limited to the lower 1/2
scale and upper setpoint should be limited to the upper 1/2 scale.

OPL Series Wall Mount 45APE Series Wall Mount
Flanged case design intended for wall mount, it can also be
direct mounted. Shown with shock mounts and pulsation dampener. 8-7/16 in. 3-3/8 in.
(214 mm) (86 mm)
8-7/16 in (214 mm) 3-3/8 in.
(86 mm)
4-1/32 in.
(102 mm)
3-15/16 in.
(100 mm) 1/2NPTF
conduit
3-15/16 in.
(102 mm)
4-1/32 in.
(100 mm) 1/2 NPTF

Conduit
7-7/8 in.
(200 mm) 9/32 in.
(7 mm) dia.
3 places
1/4 NPTM or 1/2 NPTM
Pressure Connection
7-7/8 in.
(200 mm) 1/4 or 1/2 NPTF 45APE Series Flush Mount
9/32 in.
(7 mm) dia. 5-7/16 in. 2-57/64 in.
3 places DETAIL (138 mm) (73 mm)
FLOW
shock mount
gauge panel
6-3/4 in.
(171 mm)
pulsation -OS and ES
dampener 120 120
models only
1/4-20 nut & lockwasher
(2 each required)
1/4 in. (6 mm) dia.

OPL Series Flush Mount holes (3 places) on
5-1/4 in. (133 mm)
Round case design to be mounted in a panel from 1/32 in. (1 mm) to 1/8 in. B.C. 120° apart, 1/4 NPTM or 1/2 NPTM Optional (-BC) 1/2NPTM
(3 mm) thick. It can also be direct mounted. Shown with pulsation dampener. clocking as shown. Pressure Connection Pressure Connection
2-57/64 in. Options “OS” and “ES” (flush mount case)

5-7/16 in. (138 mm)
(73 mm) 5-7/16 in. 2-57/64 in.
(138 mm) (73 mm)
Mounting
6-3/4 in. Hole
(171 mm) 4-3/4 in.
(121 mm)
diameter
-OS and -ES 6-3/4 in.
120 120 (171 mm)
models only
120 120
1/2 in.
(13 mm)
conduit
1/4 in. (6 mm) dia.

120 Optional back
1/4 in. (6 mm) dia. holes (3 places) on connection
2-23/32 in.
Holes (3-places) on 5-1/4 in. (133 mm) (69 mm)
1/4 or 1/2 NPTM 5-1/4 in. (133 mm) Optional (-BC) 1/2 NPTM B.C. 120° apart,
Pressure Connection B.C. 120° apart, Pressure connection clocking as shown.
clockingas shown
Explosion-proof Case Mount Explosion-proof case can be mounted from face or rear.
8 in. 6-25/64 in. Flush mount/Wall mount*
(203 mm) (162 mm) 6-3/4 in.
(171 mm)
3-3/8 in.
(86 mm)
1/2 in. 7-35/64 in.
(13 mm) (192 mm)
optional diameter
rear or side
conduit 3-3/8 in.
(86 mm)
8 in.
(203 mm) *Mounting hole
not required for
Wall mount
13/32 in. 6-3/4 in.

(10 mm) (171 mm)
diameter
3/8-16 UNC-2B 4 places
thread
7/8 in. (22 mm)
deep, 8 plc's

OPTIONS
-OS and -ES (oil sealed and environment sealed case) for corrosive CAUTION: Do Not unscrew the green diaphragm Transmitting
environment, feature a panel mount case or screw directly into the process. capsule. Tube
See Case Mounting (p-2). Swichgage instrument
2. Tighten the bottom housing to the pressure source.
Housing
3. Tighten the eight housing bolts to 25±3 foot lbs. Bolts
-P6 Sealed mechanism with a typical application for by staggering the tightening for even clamping.
oil well lead lines. Its 2 NPT housing and diaphragm seal
4. Route capillary away from heat source such as
filled with silicon fluid attaches directly into a 2 NPT tee See Diaphragm
Note 1 exhaust manifold. Excess capillary should be
on the lead line. Tighten only the 2-5/8 in. (67 mm) hex Housing
carefully coiled and secured to avoid damage.
fitting.
CAUTION: Do not tamper with or break sealed CAUTION: Do Not cut capillary or make sharp bends.
2 NPT
connections.
-P4L is a remote seal mechanism with stainless steel armored capillary to

protect the gage from highly viscous and/or corrosive fluids.
1. Loosen the eight housing bolts until the bottom
housing is free to turn.
ADJUSTMENTS
OPL/45 Series Limit Contact Adjustments 45APE Series Pointer Adjustments

Facing the dial, left side knob is the “Low limit” contact and the “High To reset to zero or to a known value proceed as follows:
limit” contact is located to the right. To set the limit contacts simply turn the 1. Turn off electrical power. Remove the snap
fingertip type knob to the desired point on the scale. ring and very carefully remove the lens and DETAIL “B”
contact assembly (or open hinged cover).
45APE Series Trip Point Adjustments
The 45APE Series features a stacked limit indicator adjustments knob. The 2. Hold the the Switch Operator and the Turn CW to Turn CCW
bottom half knob adjusts the “Low” limit indicator, the top half is to adjust pointer hub with thumb and Raise Pointer to Lower
Pointer
the “High” limit indicator. To set the limit contacts simply turn the forefinger, then turn the Pointer
fingertip type knob to the desired point on the scale. Adjustment screw to the desired
point. See DETAIL “B”. Pointer
OPL and 45 Series Adjustment
Indicating Pointer Adjustments 3. If the Switch Operator needs adjustment,
To reset to zero or to a known value do as follows: hold the Switch Operator and the pointer
1. Turn off electrical power. Remove the snap DETAIL “A” hub with thumb and forefingers as show on
ring and very carefully remove the lens and Turn to lower DETAIL “C”, and turn the adjustment screw
pointer
contact assembly (or open hinged cover). until the Switch Operator aligns with the DETAIL “C”
2. Hold the pointer hub with thumb and indicating pointer.
forefinger then turn screw to desired 4. Replace the lens and contact assembly Turn CW to Lower Turn CCW
point. See DETAIL “A”. and the snap ring (or close hinged Switch Operator to Raise
Switch Operator
3. Replace lens and contact assembly and Turn to raise cover). Turn the power back on. Switch
Operator Adjustment
snap ring (or close hinged cover), and turn pointer
on the power.
OPERATION TEST INSTRUCTIONS
OPLC, OPLFC and OPLBP 45 Series

1. Perform operation test after the unit is installed and wired appropriately. 1. Repeat steps 1 and 2. (See OPLC operation test instructions.)
(See the typical wiring diagram, on page 4.) 2. Press the semi-automatic pushbutton located on the low contact knob.
2. When pressure is applied to the instrument, the pointer will travel in a 3. Reset the magnetic switch pushbutton.
clockwise direction. Adjust the limit contacts to the desired settings. 4. After the indication pointer rises above the low limit contact, the lockout -
3. To start, place the toggle switch in the “start”position or otherwise pushbutton automatically disengages and the low limit is armed.
override low contact. 5. Repeat steps 5 and 6. (See OPLC operation test instructions.)
4. After the indication pointer rises above the low limit contact, return the 45APE, 45APEF and 45APEBP
toggle switch or override device to the “run”position. 1. Repeat steps 1 and 2. (See OPLC operation test instructions.)
5. To test the limit contacts, turn the limit contact to be tested until it touches 2. To test the switches, turn the trip point indicator until it is aligned with the
the pointer. That will trip the control circuit. Swichgage pointer. This is the approximate trip point.
6. Reset the shutdown or alarm circuit device and repeat above sequence for each Continue to rotate until the snap switch operates.
contact/trip point. 3. Reset the shutdown or alarm circuit device.

TYPICAL ELECTRICAL DIAGRAMS
WARNING: PERFORM THE WIRING OPERATION WITH THE POWER SOURCE “OFF”. MAKE SURE THE VOLTAGE AND CURRENT
REQUIREMENTS ARE WITHIN THE SWICHGAGE RATINGS. BEFORE WIRING DETERMINE VOLTAGE AND POLARITY FOR THE
APPLICATION. USE THE APPROPRIATE WIRE SIZE. ALL CONNECTIONS SHOULD BE MADE USING A SPADE (FORKED) OR RING
TERMINALS. FOR PIGTAIL CONNECTIONS USE WIRE NUTS. CONDUIT IS RECOMMENDED TO PROTECT WIRES FROM DAMAGE.
OPLC and OPLFC OPLBP

Contact Rating: 1 SPDT, Center Off; 2 A, 30 VDC, 1 A, 125 VAC pilot duty. Contact Rating: SPDT dry relay contacts; 10 A, 125 VAC. NOTE: Diagram
OPLC OPLFC below shows the Swichgage pointer in the at rest (shelf) position.
YELLOW
BLUE
3 RESET
COMMON 4 1
7
= 18 GA.
9
BROWN
5 SET
6
= 16 GA.
Red White Black Red White Black
8
NOTE: Diagrams above show the Swichgage pointer in the at rest (shelf) WHITE
position. (-) NEUTRAL 1
B
A
45APE and 45APEF 120 VAC RED
ORANGE
12 VDC
24 VDC
Contact Rating: 2-SPDT snap-switches (one for high and low pressure),
2 A inductive, 250 VAC each switch. NOTE: Diagram below shows the LOW
Swichgage pointer in the at rest (shelf) position. Low setpoint should be (RESET)
HIGH
6
limited to the lower 1/2 scale and upper setpoint should be limited to the (+) LINE 2
BLACK
(SET)
upper 1/2 scale.
45APEBP
Contact Rating: SPDT dry relay contacts; 10 A, 125 VAC. NOTE: Diagram below
shows the Swichgage pointer in the at rest (shelf) position.
LOW SWITCH HIGH SWITCH
N.C.–Orange N.C.–Black YELLOW
3 6 BLUE
3 RESET
N.O.–Blue N.O.–Brown
COMMON 4 1
7
2 5
4
Common–Red Common–Yellow
1 4
3
= 20 GA.
= 18 GA.
9
BROWN
5 SET
6
45 Series with MS2100 = 16 GA.
Models available for Battery ignition, CD ignition, Magneto or 110VAC WHITE
8
ORANGE
systems. Contact Rating: 12/32 VDC coil, 10 A, 32 VDC battery ignition (-) NEUTRAL 1 6
A B
contacts; Magneto ignition coil, MS2100
BROWN
10 A magneto ignitions contacts;
BLUE
12 VDC 120 VAC

CD ignition coil, 10 A CD 24 VDC
ignition contacts; 120 VAC coil, LOW

(RESET)
10 A, 120 VAC contacts. RED
6 1 2 3 4 5 HIGH
NOTE: The diagram at right shows YELLOW (SET)
the Swichgage pointer in the (+) LINE 2
operating position.
G 1 2 3
Typical Circuit Transformer Relay Assemblies
To CD Ignition
or Magneto. For higher voltages, Murphy TR Assemblies can be used in conjunction
with any Swichgage instrument.
MURPHY, the Murphy logo, Murphygage® and Swichgage® are registered and/or common law trademarks of Murphy
Industries, Inc. This document, including textual matter and illustrations, is copyright protected by Murphy
www.fwmurphy.com Industries, Inc., with all rights reserved. (c) 2006 Murphy Industries, Inc. Other third party product or trade names
918.317.4100 Email: sales@fwmurphy.com referenced herein are the property of their respective owners and are used for identification purposes only.

PD-95145B
Revised 11-03
Pulsation Dampener Catalog Section 55

(00-02-0125)
PD8100 Series
■ Used On Controllers, Instruments and
Recorders to Dampen Pressure Pulsation
■ Eliminate Gage Pointer Flutter
■ Aids In Providing More Accurate
Pressure Indication
■ Decreases Wear On Gage’s
Geared Movement
NOT INTENDED FOR USE AS A SHUTOFF VALVE
Description Specifications Eliminate pointer flutter

The PD8100 Series eliminates pointer flutter See “How to Order” section for available inlet like this.
on pressure indicating SWICHGAGE® devices and outlet connections.
which are subject to pulsating pressure from PD8183: All wetted parts are Brass. Rated to MURPHY SWICHGAGE
RUN
reciprocating pumps or compressors. It also 3,000 psi (20.68 MPa) [206.80 bar].
allows a close setting of high and low contact
START
PD8184: All wetted parts are Carbon steel.

points providing for more accurate pressure Rated to 5,000 psi (34.47 MPa) [344.70
indication and control of equipment. bar]. MURPHY SW
The PD8100 Series decreases wear on geared PD8185: All wetted parts are 303 stainless
movements and increases the life of pressure steel. Rated to 10,000 psi (68.95 MPa)
indicating instruments by eliminating exces- [689.50 bar].
sive gage strain and unnecessary movement. PD8190: All wetted parts are 316 stainless
steel. Rated to 10,000 psi (68.95 MPa)
A necessity which quickly pays for itself by
[689.50 bar]. Meets NACE standard MR-
protecting any pressure indicating and control 01-75 for direct exposure to H2S.
instrument which is subject to pulsation.
Operating Temperature: MURPHY SWICHGAGE
PD8100 SERIES NOT FOR USE ON Make SWICHGAGE instruments
®
-15 to 400°F (-26 to 204°C)

OXYGEN OR LIQUID and recorders operate like this.
Shipping Weight (all models):
OXYGEN APPLICATIONS.
2 lbs.(0.9 kgs.)
Quality built with a large diameter valve stem MURPHY SWICHGAGE
Shipping Dimensions (all models):
wheel for ease of adjustment with clearly printed RUN
4-3/4 x 4-3/4 x 3-1/4 in. (121 x 121 x 83 mm)

operating instructions. Machined from 1-3/8 in. START
(35 mm) hex bar stock. A two degree taper on Warranty

valve and stem assure positive dampening. A limited warranty on materials and workmanship
Available in brass, carbon steel, 303 stainless is given with this FW Murphy product. A copy of
steel or 316 stainless steel to meet pressure the warranty may be viewed or printed by going to
www.fwmurphy.com/support/warranty.htm
and environmental requirements with either
1/2 NPT or 1/4 NPT inlet connections.
Service Parts
DESCRIPTION (see drawing–right) PD8183 PD8184 PD8185 PD8190
A. 1/2 NPT inlet x 1/4 NPT outlet* 65-05-0104 65-05-0210 65-05-0204 65-05-1136
1/2 NPT inlet x 1/2 NPT outlet* 65-05-0105 65-05-0212 65-05-0206 65-05-1135
B. Bonnet Fitting 65-05-0099 65-05-0209 65-05-0203 65-05-1139 C E
C. Valve Stem 65-05-0175 65-05-0208 65-05-0202 65-05-1140 D G
D. Packing Nut 65-05-0098 65-05-0211 65-05-0205 65-05-1137
E. Hand Wheel (with 10-32 nut) 55-00-0179 55-00-0179 55-00-0179 55-00-0179 B
A
F. Strainer Bushing Assembly † 55-00-0174 55-00-0173 55-00-0175 55-00-0206 H
INLET OUTLET
G. Molded Packing Gland 00-00-0936 00-00-0936 00-00-0936 00-00-0936
H. ‘O’ Ring Bonnet Seal 00-00-0302 00-00-0302 00-00-0302 00-00-0302
J. Stainless Steel Mesh Filter ** 65-05-0214 65-05-0214 65-05-0214 65-05-0214
†Provided only for units with 1/4 NPT inlet.
*For 1/4 NPT inlet use with strainer bushing assembly.

**Provided in units with 1/2 NPT inlet. F J
Dimensions How to Order

PD8185 - 1/4 x 1/4
Base Model
PD8183
3-7/8 in. PD8184
(99 mm) PD8185
PD8190
FLOW
Connection Size
1/4 x 1/4 = 1/4 NPT inlet x 1/4 NPT outlet
3 in. 1/4 x 1/2 = 1/4 NPT inlet x 1/2 NPT outlet
(76 mm) 1/2 x 1/2 = 1/2 NPT inlet x 1/2 NPT outlet
1/2 x 1/4 = 1/2 NPT inlet x 1/4 NPT outlet
Mounting for the OPLFC Pressure SWICHGAGE® and PD8100 Series
The PD8100 Series pulsation dampener is mounted directly below the OPLFC.
Precautions: Dope or use teflon tape on con-

nection threads. Do not block the inlet orifice.
4-3/4 in.
(121 mm) Shown at right, is a typical
OPLFC diameter
Mounting
Hole MURPHYMATIC® compres-
sor panel featuring three
Pulsation Dampeners and
1/4 in. (6 mm) dia. Murphy’s OPLFC gages.
holes (3 pls.) on
5-13/64 in. (132 mm)
B.C.,120° apart, 5-5/16 in. The PD's are recommended
clocking as shown (135 mm)
1/2 in.
for use on piston pumps and
radius compressors to eliminate
typical
PD8100 2 in. pointer contact flutter
Series
Mounting (51 mm) and gage wear.
Hole
1 in.
(25 mm)
e-mail sales@fwmurphy.com e-mail sales@fwmurphy.co.uk +61 3 9358 5555 fax +61 3 9358 5558
FW Murphy
MURPHY DE MEXICO, S.A. DE C.V. www.fwmurphy.co.uk e-mail murphy@macquarrie.com.au
P.O. Box 470248
Blvd. Antonio Rocha Cordero 300, Fracción del Aguaje MURPHY SWITCH OF CALIFORNIA
San Luis Potosí, S.L.P.; México 78384 41343 12th Street West
+1 918 317 4100 +52 444 8206264 fax +52 444 8206336 Palmdale, California 93551-1442; USA
D
RE
fax +1 918 317 4266 GI

E
Villahermosa Office +52 993 3162117 +1 661 272 4700 fax +1 661 947 7570
STER
USA–ISO 9001:2000 FM 28221

e-mail sales@fwmurphy.com e-mail ventas@murphymex.com.mx e-mail sales@murphyswitch.com UK–ISO 9001:2000 FM 29422
www.fwmurphy.com www.murphymex.com.mx www.murphyswitch.com

Printed in U.S.A.
PD-95145B page 2 of 2
Installation Instructions for Pressure and Vacuum 00-02-0162
Revised 02-06
Section 05
2 and 2-1/2 in. (51 and 64 mm) Dial Murphygage®
and Swichgage® Instruments. 20, 25, A20, A25 Series
Please read the following instructions before installing. A visual inspection of this product for damage during shipping is recommended.
GENERAL INFORMATION
Typical Mounting Dimensions

20 Series shown
WARNING Low Pressure

Port (DP Series)
A Mounting Hole
B D
BEFORE BEGINNING INSTALLATION OF THIS MURPHY PRODUCT 1/8-27 NPTM Mounting
✔ Disconnect all electrical power to the machine. Pressure Port
Clamp
✔ Read and follow all installation instructions. See Note
C
Description 20 Series A20 Series 25 Series A25 Series

The 2 and 2-1/2 in. (51 and 64 mm) dial size Murphygage and Swichgage instru- A 2-7/32 (56) 2-9/16 (65) 2-1/8 (54) 1-51/64 (46)
ments are diaphragm-actuated, pressure or vacuum gages with a 1/8-27 NPTM pres- B 2-15/64 (57) 2-1/4 (57) 3-1/8 (79) 2-29/32 (74)
sure port connection (2 pressure ports for differential pressure models).
Models with face-adjustable contact(s) are rated for 2 A @ 30 V (pilot duty). If the C 1-5/16 (33) 1-1/4 (32) 1-3/8 (35) 1-27/64 (36)
gage case is steel (20P, 25P, 20DP, 25DP etc.) the ground path for the contact circuit D 2-1/16 (53) 2-1/16 (53) 2-11/16 (68) 2-11/16 (68)
is through the case. Therefore, the case must be installed in the ground plane of the
electrical power supply. NOTES: 20/25 Series: 18 AWG pigtails. A20/A25 series: #4/#6
screws. The dimensions above are in inches and (millimeters).
If the case is polycarbonate (A20P, A20DP, A25P, A25DP etc.) the ground path
is isolated and is made through the “C” or “P” terminals on the back of the gage Panel Mounting
case (“C” for A20 models; “P” for A25 models). All models can be installed in a panel from 0.032 to 0.250 in. (1 to 6 mm) thick.
Models 20PE, 25PE, A20PE, A25PE etc. have a snap-acting switch instead of Remove the mounting bracket and insert the gage from the front side of the panel.
the face adjustable pointer type contact. Electrical rating is 3 A @ 30 VDC, 4 A Replace bracket and secure it. Do NOT overtighten. (See Figure 2).
@ 125 VAC. Reset differential for the switch is approximately 10% of the scale.
NOTE: Select a scale so your normal operating pressure is in the upper middle of the scale.
Connecting the Pressure Port
CAUTION: Certain dangers to human safety and to equipment may 1. Pressure tubing is generally not provided. Use of good quality flexible pressure
occur if some equipment is stopped without pre-warning. It is recom- tubing/hose and fittings is strongly suggested. Use at least 3/16 in. (5 mm) I.D.
mended that monitored functions be limited to alarm-only or to alarm tubing. If using copper or rigid tubing, install at least 12 in. (305 mm) flexible
before shutdown. hose from the gage to the rigid tubing. This prevents damaging vibration from
reaching the gage. For most models a pulsation orifice, within the pressure port,
Alarm Before Shutdown Models is provided and it is remov- Panel Mounting
The 20PABS, A20PABS, 25PABS and A25PABS feature a front limit contact for able for cleaning (Figure 2). Bracket
equipment shut-down and an internal SPDT snap switch for Alarm Before Shut- 2. Connect tubing to the 1/8-27
Down. When the low side (preset point) of the snap switch trips, the N.C. terminal NPTM port. Use of non-hard-
completes a circuit to activate an alarm. A continued decrease in pressure will com- ening thread sealing com-
plete the shutdown circuit. An increase in pressure of approximately 10% of scale is pound is recommended Gage
necessary before the snap-switch (alarm) will reset and open the circuit. although thread is “dry seal”. Pressure
NOTE: Face contact shut-down limit setting and snap switch low point are fac- IMPORTANT: Make sure Port tubing
or hose
tory-set; specify when ordering if setting is other than standard. NOT to foul pressure orifices Pulsation
Wire Lead Orifice
Typical Tattletale® Magnetic Switch with sealant. NEVER exceed Wrench
Murphy manufactures several, patented Magnetic Switches for protection of the pilot maximum pressure rating for
duty Swichgage contacts and to ensure positive shut-down of equipment. There are the gage range; see chart on p-2. Figure 2
magnetic switches for CD ignition, Magneto, Battery systems and electric motor dri-
ven equipment. Tattletale annunciators show the cause of shut-down. The first one to
trip will lockout all other Tattletale annunciators. Be sure the type of magnetic switch IMPORTANT: Swichgage instruments, magnetic switches and shutdown
or Tattletale annunciator matches the power source used to trip it. or alarm devices, properly used, are effective tools in any preventive maintenance
NOTE: At equipment start-up (for models not having a built-in time delay) the reset but- program. For optimum performance, check these tools periodically: look for
ton must be held in until normal operation occurs, or an external time delay may be frozen pointers, kinked/worn tubing, broken wiring or loose connections; operate
used. Instructions are packed with each Magnetic Switch orTattletale annunciator. the contacts and watch for expected results. Replace damaged/worn parts;
clean/repair as necessary. Check for correct/complete wiring, unbroken insulation
and no accidental grounds. Do not run shut-down wires with ignition wiring.
Products covered by this literature comply with EMC Council directive Check all tubing and connections for leaks. Mount magnetic switches and valves
89/336/EEC regarding electromagnetic compatibility except as noted. upright, to prevent moisture collection.
Pressure Ranges and Factory Settings
Ranges Available Std. Settings* Hi Settings** 20/25PABS Settings Start-up Lockout Settings
Maximum Low Alarm† Contact Lockout Release (max.)
psi Bar Pressure psi Bar psi Bar psi Bar psi Bar psi Bar psi Bar psi Bar
0-15 (103) 1.0 30 psi (21 MPa) 3 (21) 0.2 12 (83) 0.8 3 (21) 0.2 6 (41) 0.3 3 (21) 0.2 4 (28) 0.3 6 (41) 0.4
0-30 (207) 2.0 60 psi (21 MPa) 7 (48) 0.4 24 (165) 1.6 7 (48) 0.4 10 (69) 0.6 4 (28) 0.4 7 (48) 0.5 10 (69) 0.7
0-50 (345) 3.5 100 psi (21 MPa) 10 (69) 0.8 40 (276) 2.8 10 (69) 0.8 13 (90) 1.0 10 (69) 0.5 13 (90) 1.0 20 (138) 1.4
0-75 (517) 5.0 150 psi (21 MPa) 15 (103) 1.0 60 (414) 4.0 15 (103) 1.0 18 (124) 1.5 10 (69) 0.7 15 (103) 1.0 23 (159) 1.6
0-100 (690) 7.0 200 psi (21 MPa) 20 (138) 1.5 80 (552) 5.5 20 (138) 1.0 23 (159) 1.5 20 (138) 1.0 25 (173) 2.0 35 (241) 2.4
0-150 (1.0 MPa) 10 300 psi (3.4 MPa) 30 (207) 2.0 120 (827) 8.0 30 (207) 1.5 33 (228) 2.0 20 (138) 1.5 30 (207) 2.0 45 (310) 3.1
0-200 (1.4 MPa) 14 400 psi (3.4 MPa) 50 (345) 3.0 150 (1 MPa) 10 50 (345) 3.0 53 (365) 4.0 40 (276) 3.0 50 (345) 3.5 70 (482) 4.8
0-300 (2.1 MPa) 20 500 psi (3.4 MPa) 75 (517) 5.0 225 (1.6 MPa) 15 75 (517) 5.0 78 (538) 5.0 50 (345) 3.5 75 (517) 5.0 105 (724) 7.2
0-400 (2.8 MPa) 28 500 psi (3.4 MPa) 150 (1MPa) 7.0 300 (2.1 MPa) 20 75 (517) 5.0 150 (1MPa) 10 100 (690) 6.0 ––– 7.0 150 (1MPa) 10
Values in ( ) are mathematical conversions from psi to kPa/MPa–they do not reflect second scale range. U.S.A. standard scale is psi/kPa; U.K. standard scale is psi/bar. Consult factory for other scales.
* Standard setting for 20P/25P and 20PE/25PE models.
** Low settings for Hi/Lo option same as standard settings. Hi/Lo option available for 20P/25P models only.
† SPDT Snap-switch is the alarm switch.
Connecting Vacuum Models

The vacuum instruments measure intake manifold vacuum and gives an indica- Panel
tion of the load applied to the engine. Tube or
1. Mount the gage in a suitable location so that the face is visible and easily Port
Fittings
Tubing
accessible.
Gage
CAUTION: Make SURE NOT TO FOUL the pressure orifices with
pipe dope or dirt or the SWICHGAGE instrument will not operate.
2. Connect suitable tubing to the 1/8-27 NPT port of the gage and to an open Wire
Lead(s)
port in the intake manifold. Mounting kit V5179 is suggested and includes Intake
tubing and necessary fittings. The manifold fitting is 1/4 NPT. Figure 3 Manifold
Fittings
shows a typical mounting using V5179 kit. A Murphy PD2160 is also recom- PD2160
mended. Intake
Pulsation
Dampener
3. Be sure connections are tight—gage will not operate properly if line leaks. Figure 3 Manifold
Connecting Differential Pressure Models

Differential pressure models are typically applied to indicate restriction in oil/fuel fil- 2. You MUST use a second wrench on the Low Pressure port when tightening tube
ters. The “High” pressure port (center mounted) is piped to the Inlet side of the filter. fittings. (Figure 4). Notice that a wrench is used for holding the low pressure port
The “Low” pressure port (top center mounted) is piped to the Outlet side of the filter. while a second wrench will tighten the pressure tubing/hose fitting onto the port.
CAUTION: Make SURE NOT TO FOUL the pressure orifices with WARNING: Failure to use a second wrench on the low pressure
pipe dope or dirt or the SWICHGAGE® instrument will not operate. port when tightening tube fittings may result in damage to the internal
mechanisms.
1. To connect the high pressure tubing use at least 3/16 in. (5 mm) I.D. flexible
pressure tubing/hose and fittings. If using copper or rigid tubing, install at IMPORTANT: NEVER exceed maximum static pressure or differential pres-
least 12 in. (305 mm) flexible hose from the gage to the rigid tubing (to pre- sure ratings for your gage range; stated in chart below.
vent damaging vibration to the gage, see Figure 2).
DO NOT TWIST
Gage Case Low Pressure Port; Ranges* Max. Static Max. Differential Contact
Back View Hold Port with Wrench Available Pressure Pressure Setting
0-15 (0-103) [0-1.0] 200 (1.4) [14] 30 (207) [2.0] 10 (69) [0.8]
Figure 4 0-30 (0-207) [0-2.0] 300 (2.1) [20] 60 (414) [4.0] 20 (138) [1.0]
Attach tubing 0-50 (0-345) [0-3.5] 300 (2.1) [20] 100 (690) [7.0] 30 (207) [2.0]
with Wrench 0-75 (0-517) [0-5.0] 300 (2.1) [20] 150 (1.0) [10] 50 (345) [3.5]
0-100 (0-690) [0-7.0] 300 (2.1) [20] 200 (1.4) [14] 60 (414) [4.0]
*Values are shown in psi, (kPa/MPa) and [bar]. Values in kPa/MPa and bar are mathematical
High
High conversions from psi–they do not reflect actual second scale range.
Pressure
Pressure Port
Port

Setting the Swichgage Testing the Contacts
instrument contacts 1. With equipment running; use a 1/16 in. hex wrench to rotate contact until it
touches the pointer. Do NOT force contact against the gage pointer.
IMPORTANT:: If the Swichgage has a lockout push button Equipment should shut down and/or alarm should operate. Reset the contact
on the face, a contact setting higher than the factory setting will (See Figure 5).
make the lockout device inoperative.
2. VERY IMPORTANT Each time you start the machine, observe that the
For 20PE, 25PE, 25DPE, A20PE, A25PE and A25DPE models
the switch trip point CANNOT be set at either the lowest or the highest
SWICHGAGE® is indicating pressure or vacuum. Visual inspection and regu-
extremes of the scale. Trip point MUST allow for the switch reset differential. lar testing should be normal procedure to ensure proper operation and to
For adjustable switch versions, the switch point is adjustable ONLY achieve maximum results from your Swichgage instrument.
over the lower half of the scale.
PRESSURE
1. All contacts are set using a 1/16 in. hex wrench (Figure 5).
2. Some models such as A20PE, A25PE, etc. may not have field adjustment.
Consult the factory if in doubt. For adjustable models, 1/4 turn clock-
wise lowers switch operating point approximately 7% of scale.
3. Observe the “normal operating” pressure or vacuum readings. Set the contact
slightly below minimum reading observed or slightly above minimum pres-
Switch Adjustment
sure recommended by equipment manufacturer. For differential pressure mod- Figure 5 (if applicable)
els set the contact slightly below the desired maximum differential pressure.
Wiring Installation
WARNING: DISCONNECT ALL ELECTRICAL POWER BEFORE BEGINNING THE WIRING INSTALLATION.
FOR BATTERY IGNITION SYSTEMS, DISCONNECT THE BATTERY GROUND STRAP. FACE ADJUSTED POINT-
ER TYPE CONTACTS ARE PILOT DUTY. DO NOT EXCEED CONTACT RATINGS ON ANY SWICHGAGE® MODEL.
20 and 25 Series models wire leads are 18 AWG or 20 AWG, 12 in. (305 mm) The pictorial below shows typical wirings for each base model. Look for specific
long. A20 and A25 Series models have number 4 or number 6 screw terminals. typical wiring diagram with your base model number and wire accordingly.
When installing the Swichgage instrument on an ungrounded panel, you MUST The pointer is shown in the Shelf Position. Face adjusted pointer type contacts
provide a ground wire from the Swichgage instrument to a common ground. are rated pilot duty 2 A @ 30 VAC/DC. Snap-switch contacts are rated 3 A @
Install ONLY in a 12 or 24 V system. Warning lights or audible signal must be of the 30 VDC; 4 A @ 125 VAC.
same voltage as the battery. Current draw should never exceed Swichgage contact CAUTION: On some models pointer contact and ABS switch share the same
ratings. “Common”. Voltage source must be the same. Maximum voltage is 30 V. Consult
CAUTION: Ordinary incandescent lights are damaging to Swichgage contacts. We recom- factory for applications with 120 VAC systems.
mend using our direct connected alarms TL-7 flashing lamp and/or SAH mini-siren.
20DP and 20P-HL and 25P-HL 20PABS and 20PE, 20DPE,
20P and 25P 25DP 20V and 25V 25PABS 25PE and 25DPE
N. C. Red N. C. Red
C. White C. White
N. O. Black N. O. Black
LOW HIGH LOW HIGH LOW
Red Black Red Black Red
A20P A20DP A20P-HL and A20V A20PABS A20PE A20DPE
LOW HIGH LOW HIGH LOW ABS SET RESET RESET SET
N. C. C N. O. N. C. C N. O. N. C. C N. O. N.C. C N.O. N. C. C N. O. N. C. C N. O.
A25P-HL and A25PABS A25PABS-HL A25PE A25DPE

A25DP A25V N.C. C N.O. N.C. C
A25P N.O. N.C. C N. O. N.C. N.O.
SET RESET SET RESET SET RESET RESET SET
LOW HIGH LOW HIGH LOW LOW HIGH

L P H L P H L P H L P H L P H L P H L P H

Installing The Magnetic Switch
WARNING: DISCONNECT THE BATTERY OR POWER SOURCE BEFORE BEGINNING THE INSTALLATION.
SEE SPECIFIC WIRING INSTRUCTIONS PACKED WITH EACH MAGNETIC SWITCH OR TATTLETALE ANNUNCIATOR.
1. Mount with electrical lugs down. Drill mounting holes in panel. NOTE: Murphy components are easily wired and maintained. Use good quality
2. Clean away burrs and filings. Position the magnetic switch in the wire and terminals. The type of magnetic switch differs for various applications.
panel, making sure the pilot stud is in place. See typical wirings below. Wiring and instructions are packed with each magnet-
3. Add decal, then washer, then nut and tighten. ic switch.
20P Pressure 20P-F Pressure 20T-F Temperature 518PH Magnetic Switch
® ®
SWICHGAGE® 117 Magnetic Switch SWICHGAGE SWICHGAGE
Y SWICHGA Y SWICHGA Y SWICHGAG

PH GE PH GE
UR UR PH E®
UR
® ®
M PSI M PSI F
M
40 60 40 60
20
80
10 20
80 160 190 220
0
10
0 130 25
0 0 R
0
300 60 300 60 80 100 12
0 kPa 0 0 0 60 0
kPa C G NC SW1 SW2 B
PRESSURE PRESSURE
C S B TEMPERATURE
N.O. SWICHGAGE®
instruments
_ +
Energized To Run Devices _ + Energized To Run Devices Battery
N.C. switches option
Battery
Troubleshooting
DO THIS FIRST: Look for broken wiring, frozen pointer, dirty contacts (will not make), burnt pointer or contact. Verify that all wiring is intact and con-
nections are tight. Verify that Swichgage has not been damaged (hit or dropped). Verify that there is pressure/vacuum supplied to the gage. Verify that the Swichgage
is operative (it reads). Verify that the alarm or shutdown device is fully operable; and check other components such as spark plugs, ignition, fuel pump and filter, etc.
Reset magnetic switch and verify that it stays latched.
SYMPTOM CAUSE TEST/REMEDY

Engine will not start. 1. Short or open circuit, be sure the magnetic switch latches and puts out power to 1. Reset magnetic switch and make sure it stays latched. Refer to install-
the run device or removes ground (ignition). Check for power/ground at run device. ation instructions for 518PH magnetic switch (provided with unit).
2. Control circuit overloaded by accessories (blown fuse in magnetic switch). 2. Find blown fuse and replace (use 14 A fuse). Reroute the accessories.
3. False ground in control circuit. 3. Repair.
False shutdown. 1. Swichgage circuit has intermittent open or short. 1. Check all wiring and repair/replace as necessary.
2. Vibration causes the Magnetic Switch to trip. 2. Repair and relocate the switch as needed.
Swichgage closes but does 1. Incomplete shutdown circuit. 1. Locate open circuit and repair.
not trip the magnetic switch 2. Dirty Swichgage contacts. 2. Clean and check that contacts make.
or kill the engine. 3. Ignition not providing power to primary terminal post. 3. Repair ignition.
4. Swichgage case may not be grounded. 4. Ground case.
5. Incorrect magnetic switch for type of power. 5. Replace with correct magnetic switch.
Magnetic switch tripped but 1. Open circuit between the magnetic switch and the shutdown device. 1.Check wiring from magnetic switch to shutdown device, repair or replace.
engine is still running. 2. Lost ground to kill the engine. 2. Check all wiring and connections and repair.
Pointer will not operate 1. Frozen pointer 1. Return for repair or replacement.
properly. Inaccurate reading. 2. Loose pointer spring (caused by hitting or dropping gage). 2. Return for repair or replacement.
3. Plugged pressure orifice. 3. Remove and clean.
4. Over Pressure 4. Return for repair or replacement.
Pointer/contact burned-in two. Without exception this condition is caused by incorrect wiring or short circuit. Recheck wiring; replace Swichgage or return for repair.
Warranty
MURPHY, the Murphy logo, and Murphygage® are registered and/or common law trademarks of Murphy Industries,
Inc. This document, including textual matter and illustrations, is copyright protected by Murphy Industries, Inc., with
www.fwmurphy.com all rights reserved. (c) 2006 Murphy Industries, Inc. Other third party product or trade names referenced herein
918.317.4100 Email: sales@fwmurphy.com are the property of their respective owners and are used for identification purposes only.

Instruction Manual
Form 5469 67C Series
May 2006
67C Series Instrument Supply Regulators
TYPE 67CF FILTER REGULATOR TYPE 67C OR67CR REGULATOR

WITH OPTIONAL GAUGE
Figure t Typical 6 7C Series Regulators
Introduction The Types 67C and 67CS are the standard instrument
supply regulatorswithout a filter or internal relief.
Scope of Manual The Types 67CF and 67CFS are equipped with a
filter for removing particles from the supply gas.
This manual provides instructions and parts lists for
67C Series instrument supply regulators. Instructions The Types 67CR and 67CSR have an internal
and parts lists for other equipment mentioned in this relief valve with a soft seat for reliable shutoff with no
instruction manual, as well as for other 67 Series discernible leakage.
regulators, are found in separate manuals. The Types 67CFR and 67CFSR have a filter and
internal relief valve with a soft seat for reliable shutoff
with no discernible leakage.
Product Descriptions
The 67C Series direct-operated regulators are Specifications
typically used to provide constantly controlled,
reduced pressures to pneumatic and electropneumatic Some general 67C Series ratings and other
controllers and other instruments. They are suitable specifications are given on page 2. A label on the
for most air or gas applications. Other applications spring case gives the control spring range for a given
include providing reduced pressures to air chucks, air regulator as it comes from the factory.
jets, and spray guns.
EMERSONL
Process Management
MDTM-8907N
Instructions for Installation and Operation Revised 10-07
Section 10
(00-02-0165)
Model Series MDTM89,
Dual Temperature SWICHGAGE®
Please read the following information before installing. A visual inspection before mounting for any damage during shipping is
recommended. General information and installation instructions are intended for all MDTM89 Series models.
GENERAL INFORMATION
WARNING
†
††
Description
Murphy's model MDTM89 is an electronic, dual-temperature moni- Storage Temperature: -40 to 300°F (-40 to 150°C).
tor. It monitors two thermocouples, displays the temperature of the Case: Die cast aluminum.
thermocouple selected, and has adjustable trip points for each input.
Reset Differential: FET models: Decreases 3 Degrees (°F or °C).
A toggle switch provides for selection of the thermocouple to be dis-
SCR model: turn input power off to reset.
played and/or the temperature trip point to be checked/adjusted. If
either trip point is reached, the associated output “turns on” and can Measurement Range: Monitor Range 0-1999°F or °C (specify “F” or
be used as a control signal, or to initiate alarms and/or shutdown. “C” in part number).
Accuracy: With J-type thermocouple: from 150-1200°F (66°-649°C)
±1.5% of reading. With K-type thermocouple: from 400-2000°F
Specifications
(204-1076°C) ±1.5% of reading. At calibration temperature.
Power Requirements (Operating Voltages):
Laboratory Approvals: CSA† and Factory Mutual†† approved for
MDTM89-A: 100 to 350†† VDC, CD ignition, negative
Class I, Division 2, Group D, hazardous locations).
ground (FET outputs).
Thermocouple Lead Length: 150 ohm lead resistance affects moni-
MDTM89-B: 100 to 350†† VDC, CD ignition, negative or
tor accuracy less than 1°.
positive ground (SCR outputs).
Trip Point Accuracy: ±3°F (±2°C) of reading.
MDTM89-C: 12 to 24† VDC, negative ground, 15 milliwatts
Trip Point Adjustment Range: 0-1999 Degrees.
(FET outputs).
MDTM89-D: 120 VAC (MDTM89-C with 120 V isolation module #IT-1)
(FET outputs.) Model NOT approved by CSA or Factory Mutual. MDTM89 Interface Capabilities
Model Power Source Rating
Power Consumption: CD ignition: 350 µa @ 100V;
120 VAC: 0.6 watts; 24 VDC: 0.5 watts. LCDT CD Ign., 120 VAC, 12/24 VDC Cl.I, Div.1, Gr.D, Haz. areas*
S1400 120 VAC or 12/24 VDC Cl.I, Div.1, Gr.D, Haz. areas*
Outputs: Model B: output turns on above trip point; output turns off MARK II and IV CD Ignition, pos. or neg. grnd Cl.I, Div.2, Gr.D, Haz. areas**
when power is switched off; two (2) isolated SCR outputs, 0.5 amp TATTLETALE® CD Ign., 120 VAC, 12/24 VDC Non-Hazardous areas
@ 250 VDC.
*An isolation barrier is needed between the MDTM89 and an Annunciator rated for
Models A, C and D: output turns on above trip point; output turns off
Class I, Division 1, Group D, Hazardous Areas.
below trip point; two (2) isolated FET outputs, 0.5 amp @ 250 VDC. **When used with approved ignition. Contact Murphy for details.
Ambient Cold Junction Compensation Range: †
When used with approved ignitions or 12-24 VDC. Contact Murphy for details.
32 to 122°F (1°C from 0 to 50°C). ††
Approved for CD ignition, 80–250 VDC.
Operating Temperature: -4 to 158°F (-20 to 70°C).
MDTM-8907N page 1 of 4
MOUNTING DIMENSIONS
Mount the MDTM89 temperature SWICHGAGE® in a place where it First, cut a 4-3/4 in. (121 mm) diameter hole and three 1/4 in. (6 mm)
will be protected from rain and splashing water. A minimum distance of diameter fastening holes as shown below. Insert the SWICHGAGE®
12 in. (305 mm) from any ignition coils or coil leads should be main- from the back side of the panel. Using the three 10-24 screws, included
tained. The MDTM89 flush mount case is intended for mounting in a flat with the SWICHGAGE®, secure to the panel.
panel .032 in. (1 mm) to .125 in. (3 mm) thick.
Front View Side View Back View Mounting Hole Pattern

4-3/4 in. 4-1/4 in.
Screw for Remove Jumper(s) 4-3/4 in.
(121 mm) (108 mm) Equipment Ground to Install
Thermocouple (121 mm)
TC1
120
TC2 120
1/4 in.
(6 mm)
typical
diameter
5-1/2 in. 4 in. 2-39/64 in. radius
(140 mm) (102 mm) (66 mm)
WIRING AND ADJUSTMENT INFORMATION
CAUTION: Perform the wiring operation with the power source “OFF”. Make sure the voltage and current requirements are
within the SWICHGAGE® ratings. Keep all high voltage wiring, such as spark plug wires away from THERMOCOUPLES
AND EXTENSION WIRING. Before wiring determine the voltage and polarity for the application.
One Thermocouple Only

Even though the MDTM89 is a dual temperature monitor, it will monitor Table 1. Thermocouple Extension Wire Color Code
and display one temperature with equal results. Thermocouple Thermocouple Color Code/Material
Type Extension Wire Positive Lead Negative Lead
When monitoring one temperature, always jumper the unused thermocou-
ple terminals on the back of the MDTM89 with a short length of wire. J Jx White/Iron Red/Constantan
The unused channel will display approximate ambient temperature.
K Kx Yellow/Chromel Red/Alumel
Open Thermocouple Input
An open thermocouple input forces the monitor into upscale overrange.
The monitor indicates an overrange by displaying the numeral “1” in the Table 2. Thermocouple Extension Wire Loop
left most digit of the display. An overrange will turn on the trip point out- Resistance in Ohms per Foot at 68°F
put, for the respective thermocouple.
Size
Type “J” Type “K”
MDTM89 Wiring and Adjustment AWG No.
Instructions
A. Using Thermocouple Extension Wire 14 .07 .146
1. After thermocouple installation, connect the thermocouple leads to
the MDTM89 according to the instructions. 16 .137 .230
IMPORTANT: Use correct wire for the thermocouple selected.
USE ONLY THERMOCOUPLE EXTENSION WIRE. 18 .222 .374
2. If the thermocouple leads are not long enough you will need to use
20 .357 .586
shielded thermocouple extension wire. The thermocouple extension
wires, from your thermocouple lead wires to the terminals of the 24 .878 1.490
MDTM89, must be of the same material as the thermocouple lead
wires. (See Table 1.) Thermocouple lead length: 150 ohm lead resis-
tance affects monitor accuracy less than 1°.
WIRING AND ADJUSTMENT INFORMATION
CAUTION: The use of non thermocouple wire will cause D. Connecting Power Wires
inaccurate temperature sensing and erratic operation. 1. Determine the voltage and the polarity of the input power before
attempting to connect the power leads to the MDTM89.
3. When connecting the thermocouple extension wire to your thermo- 2. On CD ignitions, connect the shutdown lead to the MDTM89
couple leads, twist the wire connections, then install wire nuts, ignition input as shown in the diagrams below.
such as ceramic type, which have no metal insert.
DO NOT SOLDER. Operation Test
To prevent problems of interference from electrical noise, DO NOT NOTE: Perform the Operation Test after the MDTM89 is installed and wired
route thermocouple wires in the same conduit or within 12 inches appropriately.
(304 mm) of ignition wires or alternating current conductors. 1. a. Rotate the trip point potentiometers TC1 and TC2 clockwise until an
audible click is heard or detente is felt. These are 12-turn
Metallic-overbraided, thermocouple wire is recommended. It pro- potentiometers.
vides electrical shielding as well as protection against wear and b. Start the engine or power up the monitor.
abrasion. 2. a. Set the display selector switch to the TC1 position to display the TC1
B. Connecting Thermocouple Wires (ungrounded thermocouple) temperature.
1. Remove factory installed jumpers or shunts from TC1 and TC2 b. Next depress and hold the “Push to Read” trip point push button to
terminals before connecting thermocouple(s). display the TP1 setting.
c. Rotate the TC1 trip point potentiometer counterclockwise until the
2. Connect the thermocouple leads to the thermocouples. Observe display reading is equal to the temperature reading observed in
lead polarity. See Table 1 for thermocouple extension lead color step 2. a.
code and thermocouple polarity. d. Trip point TP1 will turn on and trip the shutdown device or alarm;
NOTE: Before continuing to the next step, decide which thermocouple verify by observation.
is to be identified as TC1 and which is to be identified as TC2. e. Rotate the trip point potentiometer TC1 clockwise several turns to
A wire marker should be installed on each end of the thermocou- turn off TP1.
ple lead to identify TC1 and TC2. f. Reset alarm or shutdown device.
3. a. Set the display selector switch to the TC2 position to display the TC2
3. Connect the positive lead of thermocouple TC1 to the positive (+) temperature.
terminal of terminal strip TC1. b. Next, depress and hold the “Push to Read” trip point push button to
4. Connect the negative lead of thermocouple TC1 to the negative (-) display the TP2 setting.
terminal of terminal strip TC1. c. Rotate the TC2 trip point potentiometer counterclockwise until the
5. Connect the positive lead of thermocouple TC2 to the positive (+) display reading is equal to the temperature reading observed in
terminal of terminal strip TC2. step 3.-a.
d. Trip point TP2 will turn on and trip the shutdown device or alarm;
6. Connect the negative lead of thermocouple TC2 to the negative (-) verify by observation.
terminal of terminal strip TC2. e. Rotate trip point potentiometer TC2 clockwise several turns to turn
C. Connecting Output Wires off TP2.
f. Reset alarm or shutdown device.
Wire the SWICHGAGE® trip point outputs as shown in the typical
wiring diagrams on the back of this page.
TRIP POINT ADJUSTMENT INFORMATION
Trip Point Adjustments Face Plate Diagram

1. Power up the temperature monitor by turning on power or by B
A. Trip point/display
starting engine.
toggle switch.
2. Set the display selector switch to the TC1 position.
B. Readout digital C
3. Depress the “Push to Read” trip point push button to read trip point.
display. A
4. Rotate the trip point potentiometer TC1 until the display indicates
the desired trip point temperature for TC1. C. Trip point
5. Set the display selector switch to TC2 position. potentiometers. D
6. Depress the “Push to Read” trip point push button to read the D. Push to read trip
trip point. point button. DETAIL
7. Rotate the trip point potentiometer TC2 until the display indicates
the desired trip point temperature for TC2.
12 turn
potentiometers
TYPICAL WIRING DIAGRAMS
Thermocouple
TC1 Input
See Table 1 for
wire color code.
12/24
VDC
12/24
TC1
NC
NEG TC2
TP1
12/24 VDC Power
TP2
Load Thermocouple
Load TC2 Input
See Table 1 for
wire color code.
Power Power
Source Source
Thermocouple
TC1 Input
120 VAC/24 VDC See Table 1 for
wire color code.
Isolation
Module
H 12/24
ISOLATION TC1
120 VAC MODULE 24 VDC NC
N NEG TC2
120 VAC Power TP1
Option NOT approved by TP2
CSA or Factory Mutual Load Thermocouple

Load TC2 Input
See Table 1 for
wire color code.
Power Power
Source Source
CD Negative Thermocouple
Ignition Ground TC1 Input
See Table 1 for
wire color code.
100-150 VDC 100-150

150-350 VDC 150-350
TC1
NEG TC2
TP1 CD Ignition—Negative Ground

TP2
Load Thermocouple
Load TC2 Input
See Table 1 for
wire color code.
Power Power
Source Source
TPI
Typical TTD Hook-up
Warranty
FW MURPHY CONTROL SYSTEMS & SERVICES DIVISION COMPUTRONIC CONTROLS, LTD
P.O. Box 470248 P.O. Box 1819 41 - 43 Railway Terrance Nechells
Tulsa, Oklahoma 74147 USA Rosenberg, Texas 77471 USA Birmingham B7 5NG UK
+1.918.317.4100 Fax: +1.918.317.4266 Phone: 281.633.4500 Fax: 281.633.4588 Phone: +44.1213.278500 Fax: +44.1213.278501
E-mail: sales@fwmurphy.com E-mail: sales@fwmurphy.com E-mail: info@computroniccontrols.com
INDUSTRIAL PANEL DIVISION Web site: www.fwmurphy.com Web site: www.computroniccontrols.com
Fax: 918.317.4124 FRANK W. MURPHY, LTD FW MURPHY INSTRUMENTS (HANGZHOU) CO. LTD
E-mail: ipdsales@fwmurphy.com Church Rd Laverstock 77 23rd Street
MURPHY POWER IGNITION Salisbury SP1 1QZ UK Hangzhou Economic & Technological Development Area
Web site: www.murphy-pi.com Phone: +44.1722.41005 Fax: +44.1722.410088 Hangzhou, Zhejiang, 310018, China
fwmurphy.com
E-mail: sales@fwmurphy.co.uk Phone: +86.571.8684.8886 Fax: +86.571.8684.8878
www. Web site: www.fwmurphy.co.uk
Safety Control Panel:
General Wiring Practices & Precautions
Basic Troubleshooting Techniques
and
Terminology
by: Raymond Carr
FWMurphy
5311 S. 122nd East Avenue
Tulsa, Oklahoma 74147
U S of A
Contents:
Electrical Area Classification
Electrical Enclosure Rating
General Wiring Practices And Precautions
Basic Electricity
Using a Multimeter
Using a Scopemeter
Grounding
Troubleshooting Communications
Glossary of Terms
2
Electrical Area Classifications
These areas are defined by the National Electrical Code (NFPA 70). (European areas
have a different system for classification, which is now being addressed by the NEC.)
The basic statements in the NEC say that electrical equipment should not be located in
hazardous areas, if possible. But, if it is not practical to do so, then there are many
requirements for electrical equipment in hazardous areas. North American Class I
defines explosive mixtures of gases. Class II is for combustible dusts, such as coal, and
grain.
Class I, Division 1, Groups C and D
This area is defined by the statement that it is expected that there is an explosive mixture
of gas and air present. For these areas, only explosion-proof enclosures, air purged
enclosures, or intrinsically safe circuits are allowed. All electrical design has to allow for
conditions to remain safe even in the failure mode of the components. Intrinsically safe
circuits require that even in the failure mode, there shall not be enough electrical energy
capable of igniting the explosive mixture. Purge systems for this have very strict
requirements as defined in NFPA 496. This area is similar to European Zone 1, IIa.
European Zone 1 says there is an intermittent hazard, or that a fairly high percentage of
the time there will be an explosive mixture of gas and air. European Zone 0 says that
there is definitely an explosive mixture present. This causes the most expensive
packaging of electrical components.
Class I, Division 2, Groups C and D
This area is defined by the statement that it is abnormal for an explosive mixture of gas
and air to be present. Under this condition, electrical components and circuits are
allowed as long as they, in normal operation, have no arcing or sparking contacts, and
create no thermal energy that could ignite the gas and air mixture, if it is present. This is
similar to European Zone 2. The term for circuits that can pass through mechanical
switch contacts and not produce sparks is “non-incendive”. Non-incendive circuitry does
not have to be non-incendive in the failure mode. The reasoning is that an abnormal
electrical condition, and an abnormal air gas mixture, or explosive mixture are very
unlikely to co-exist.
Non-Hazardous / General Purpose Areas
In these areas, standard electrical practices are allowed. This is the least expensive of the
areas, as most electrical components are manufactured for these requirements. As was
previously stated, the code requires that if the equipment can be mounted outside the
hazardous area, it should be.
3
Enclosure Ratings
Enclosures for electrical and electronic components have industry standard ratings. The
most common in the United States is NEMA. NEMA is the National Electrical
Manufacturers Association. They use Type numbers from 1 to 13. Most common
compressor control panels are NEMA Type 3, which is suitable for outdoor use. NEMA
Type 3R is the same enclosure, except provisions have been made for a rain lip, and there
is a drain in the enclosure. One definition of NEMA Type 4 is “hose-proof”. NEMA
Type 4 rated enclosures have more fasteners on the doors, and better gaskets, and are not
vented, unless the vent is hose-proof. The best example of a hose-proof requirement is a
power washer. NEMA Type 4X is the same rating with the additional requirement of
being corrosion-resistant. This is done with stainless steel, special paint coatings, non-
metal composite materials like fiberglass, and galvanizing. NEMA Types 1, 2, 12, and
13 are ratings for indoor enclosures, and have varying degrees of protection against dust,
dripping non-corrosive liquids, and even sprayed non-corrosive liquids. NEMA Type 6
is very specialized and is for enclosures that may be submerged under water. NEMA
Type 7 is a rating for an explosion-proof enclosures for Class I areas, and NEMA Type 9
is a rating for explosion-proof enclosures for Class II areas. In addition to the NEMA
Type ratings, there are IEC ratings. These are called IP followed by a 2 digit number. IP
stands for Ingress Protection. IP64 is approximately NEMA Type 3, and IP66 is
approximately NEMA TYPE 4X. The IP ratings have entirely different definitions than
NEMA Types. Good references for enclosure type ratings can be found in Hoffman’s
catalog (www.hoffmanonline.com) and Killark’s catalog
(www.epmi.com/Killarkinfo.htm). Charts made by MTL (www.mtlnh.com/prodis.htm),
an intrinsic barrier supplier have all of this information in a nice form.
General Wiring Practices And Precautions
There are several p ractices and precautions you can take on initial in stallation to reduce
chances of problem s or failures over tim e. Many of these steps m ay take a few extra
minutes to do at th e time of installation; however, they wi ll save m any headaches in the
future.
Insure the following separation of wiring by using multiple runs of conduit. The levels of
separation are listed from noisiest to the weakest victim. Some of this separation is
required by codes and recommended practices. In any case, this is explained with the
idea that an ounce of prevention is worth a pound of cure.
4
1. Ignition wiring, the "shutdown lead", and CD ignition fuel valve wiring
2. AC wiring
3. DC power wiring (magnetic pick-up can be run with this, but it must be in
shielded cable).
4. Analog signals, like 4-20 milliamp and sender signals. (magnetic pick-up wiring
can be run with this, but it must be in shielded cable).
5. Thermocouple wiring (must use shielded thermocouple grade extension wire for
the proper Type (typically J or K).
6. Sensor wires that are either “non-incendive” for Class I, Division 2, or

“intrinsically safe” for Class I, Division 1.
We strongly recommend that you follow these precautionary steps.
1. Suppression Diodes
Place suppression diodes across all inductive loads (industry part number 1N4005,
available at any Radio Shack). These loads typically include pilot relays, solenoid valves,
starter solenoids, etc. This helps increase contact life and eliminate a source of electrical
interference. The diode should be installed as close as practical to the load. The banded
end of the diode goes to the positive connection.
2. Wire power leads directly to battery posts
When connecting your power supply to your control panel, wire directly to the
battery posts. This helps minimize noise generated from battery chargers and alternators.
It also minimizes voltage drops that can be caused by other components in the system.
3. Wire standby battery charger directly to battery
Standby chargers must be wired directly to the battery. Failing to do this may
result in erratic operation due to electronic "noise" coupled into the microprocessor.
4. Pilot excessive loads
Many outputs on the Controllers are rated for low current, control type loads. Do
not run high current loads directly to the unit. Piloted relays are more easily replaced if
an output is damaged because of a short in the wiring.
5
5. Use stranded wire for hookup
Solid wire transmits vibration and is more likely to crystallize and break when it is
subjected to movement.
6. Separate AC and DC wiring
Never run AC and DC carrying wiring together. AC signals may get "coupled"
into the control circuits leading to erratic operation.
7. Special precautions for spark ignition engines
Magnetos and ignition coils produce high voltage and cause high frequency
interference. Some Controllers are designed to filter out much of this interference;
however, precautions must be taken to protect the unit. Resistor spark plugs and spark
plug wires reduce electrical interference and may also be required in especially "noisy"
environments.
8. Use shielded cable on magnetic pickup
Shielded cable is recommended for connecting the magnetic pickup to a

controller. This helps prevent signal loss and the possible coupling of electrical
interference into the relatively sensitive speed sensing circuit. The shield should only be
grounded on one end. Always use shielded wire for magnetic pick-up, and analog wiring.
Ground the drain wire (shield) at the panel, only.
Grounding
The ideal situation for grounding is to follow the National Electrical Code. It requires all
equipment to be grounded to an “earth” ground. An Earth ground is a ground rod driven
into the soil to a depth where the soil is moist throughout the earth. In some geographic
locations, this is not possible. The NEC requires earth ground bonding for AC powered
equipment. It is not an absolute requirement for DC powered equipment, but can solve
mysterious problems. Individual devices ideally will be individually tied to Earth in the
ideal world. In some plants, a DC power supply with the output grounded to earth, or
chassis grounding is not allowed. In these situations, more expensive equipment is
usually required. This can consist of isolating modules. Isolating modules are available
for 4-20 mA signals, DC power, AC power, and some other signals. Sometimes the
isolation is done in the device, or instrument. Grounding problems can be seen by
measuring DC voltages from ground point to ground point. If there are significant
voltages seen, that can be a measure of poor grounding, and current loops in the
6
grounding system. These voltages may appear different when the equipment is running
versus not running.
Basic Electricity
When confronted with electrical terms, depending on your background, it may be useful
to think of them in terms you may be more familiar with. Volts can be thought of as
pressure, current (Amps) can be thought of as flow, and Resistance can be thought of as a
restriction, or a choke. Capacitance can be thought of as a storage tank in some
situations. A model of a simple electrical circuit can be done with fluidic components.
Old style compressor analog studies, done to understand the flow through a compressor
and associated pulsations, were done using a large board where electrical components
were placed.
To measure current, I, a meter must be placed between elements of the circuit. Voltage
can be measured without interrupting the circuit. If any 2 of the parameters can be
measured, or read, then the third parameter can easily be calculated. Resistance can only
be measured when the circuit is not powered. Actually, unless the part being measured is
only connected to one resistor, the resistance of a single component cannot be effectively
measured. The overall resistance of a device, though, can be measured, unless there are
active components, like integrated circuits (chips).
Ohms Law: V = I x R Volts = amps (I) times Resistance

R = V / I Resistance = Volts divided by amps (I)
I = V / R amps (I) = Volts divided by Resistance
(V is Volts, I is current in Amps, and R is Resistance in Ohms)
example: How much voltage results from a 20 milliamp signal with 250 ohm resistance?
.020 (milliamps) x 250 (ohms) = 5 volts
How much current results from a 5 volt signal with 250 ohms resistance?
5 / 250 = .020 (or 20 milliamps)
Watts (or Power) = I x V, or current times voltage,

or I2 x R (i.e., I times I times R),
or V2 / R (i.e., V times V divided by R)
example: How much Power (wattage) results from a 5 volt signal with 250 ohm resistance?
5 x 5 = 25, 25 / 250 = 0.1 watts
7
Using a Multimeter
In trouble shooting it is absolutely necessary to be able to use a Multi-meter, or also
known as a Volt – Ohm Meter. Most all devices have readily available specifications.
The first step in troubleshooting is to measure the parameters the device is seeing. Is
there enough voltage? Is it within the range of the specifications for the device? Voltage
is measured as being AC, or DC. Ignition voltage from a Capacitive Discharge Ignition
(CD, sometimes referred to as a mag, although it is a CD ignition, not a magneto) can be
measured using the DC setting on the meter. The meter will give an average reading. To
truly see the ignition primary voltage, an oscilloscope, or Scopemeter needs to be used.
To measure a speed signal, frequency must be measured, whether it be from a magnetic
pick-up, or a CD ignition. In the case of a magnetic pick-up, AC Voltage must be
measured.
Using a Scopemeter
A very handy, and not so expensive instrument, anymore, is a Scopemeter. This is a
portable oscilloscope powered by a battery pack. Noisy signals can be measured, the
exact waveform of a CD ignition can be seen, and the waveform of a magnetic pick-up
can be seen. Sometimes, a very badly worn flywheel ring gear can be seen with an
oscilloscope. Any signal that varies with time in fractions of seconds, milliseconds
( 1 x 10–3, or 0.001 seconds), or microseconds (1 x 10 -6, or 0.000001 seconds) can only
be truly seen using an oscilloscope. Things that appear mysterious with a multi-meter, or
where the multi-meter is jumping a lot can be seen with the ‘scope.
Troubleshooting a 4-20 milliAmp Signal
A 4-20 milliAmp signal must be measured using a meter to measure milliamps. (One
milliAmp is 0.001 Amp.) It can also be helpful to have an instrument that can produce a
4-20 milliAmp signal. Sometimes, knowing the sampling resistor value in a device
reading a 4-20 mA signal, only voltage can be measured to determine the value of the
signal. Some devices turn the 4-20 mA signal into a 1-5 VDC voltage signal using a 250
Ohms resistor. Whatever the case, once the value is known, the parameter can be
calculated from the range of the instrument. Take for instance a 100 psi pressure
transmitter. It puts out 4 mA at 0 pressure, and 20 mA at 100 psi. At 50 psi, the reading
should be 12 mA. If that is a 1-5 VDC signal, then 0 psi gives 1 VDC, 100 psi gives 5
VDC, and 50 psi gives 3.5 VDC. If the percent of signal can be measured, then the
percent of reading can be calculated. Take for instance a signal of 8.7 mA. To get the
percent, subtract the minimum reading, 4 mA, and get 4.7 mA. Then divide that by the
difference between the bottom reading of 4 mA, and the top reading, 20 MA, which is 16
mA. 4.7 divided by 16 equals 0.29375, or 29.375 percent. If that were a 500 psi pressure
transmitter, 500 times 0.29375 gives 146.875 psi. The same goes for a voltage signal.
8
Let’s take 2.95 VDC. Subtract 1 VDC, divide by 4 VDC, and get 0.4875. Multiply times
the 500 psi and get 243.75 psi.
Troubleshooting a Thermocouple Signal

Thermocouples give milliVolt (0.001 of a volt) signals proportional to temperature.
These are very non-linear, and a table must be used to determine the temperature from a
milliVolt reading. One thing to watch for is electrical noise. Thermocouple calibrators
are also available to simulate a thermocouple reading to calibrate, or check an instrument.
Troubleshooting Communications
This can require some fairly sophisticated instrumentation. There are devices available
that will plug into RS-232 standard 25 pin or 9 pin connectors to show the status of the
various signals with LED’s. Sometimes, the problem lies in the types of devices
connected. Some devices are DCE (Data Communications Equipment), and other
devices are DTE (Data Terminal Equipment). The simplest example is a PC. It is a
DTE. A modem is a DCE. When connecting 2 computers (PC’s) together, a null modem
adapter must be used. This null modem adapter crosses pins 2 and 3, used for TX
(Transmit) and Rx (receive). RS-485 signals can be analyzed using a ‘scope. It is a
common misconception that RS-485 only requires 2 wire twisted, shielded cable. There
is special cable that should be used for optimum performance. An example of this cable
is Belden 9841. The conductors are blue and white. It has a characteristic impedance of
120 Ohms. RS-485 networks require 120 Ohms terminating resistors on the first and last
device. This is an absolute requirement when the length of cable is very long. Another
fact of life with RS-485 is the relationship between branch length and node length. Node
length is between the devices. Branch length is the length between a device and where
the connection, or splice is made to other devices. The EIA standard suggest the Branch
length be infinitely small compared to the node length.
A PC with a protocol analyzer can be very useful. The characters passed between
devices can be seen. It is easy to see if there are any collisions of data. Protocol
simulating software, or protocol analyzing software can simulate a device. If 2 devices
are supposed to communicate between each other, it is helpful to be able to simulate
either device to determine where the problem is. Black Box Co. has some useful
products (www.blackbox.com).
Glossary of Terms
Alarm - A condition that warns of impending equipment damage. Typically, the term
alarm is used in the context of “Alarm Before Shutdown”. With that context, an
alarm is an event that occurs before a shutdown.
Accuracy - The measure of a reading relative to a perfect reading with no error.
Analog - a variable signal directly proportional to a physical parameter, or desired
9
physical parameter, not OFF and ON. Linearly proportional to voltage, current,
or resistance, which is proportional to the physical parameters, such as pressure,
temperature, flow, level, or vibration.
BCD - Binary Coded Decimal This code was originally used to drive 7 segment LCD
displays. Four bits are needed to make one decimal position. It is used in the
gas compressor industry for an annunciator to give the number of the shutdown
to another device, primarily for remote communication of the cause of shutdown.
Bimetal - A temperature measuring element that is made of two different metals that
are bonded together. The two metals have different temperature coefficients of
expansion, so that when the bimetal element is exposed to temperature, the
bimetal element bends. The bend of the bimetal element is used to move a
pointer on an indicating gage, and / or operate a switch.
Bourdon Tube - This is a flat oval cross section piece of tubing. It is typically bent
around in a semi-circle, or a helically wound coil. When pressure is applied to
the inside of the Bourdon tube, it has a tendency to try to straighten out. This
movement is used to drive a pointer in a gage, and / or operate a switch.
Bourdon is the last name of the founder of the effect.
Bulb and Capillary - Some temperature measurement systems use a “bulb and
capillary” type system. The “bulb” is the temperature sensor, and is filled with a
chemical that produces pressure with an increase of temperature. The pressure
is transmitted to the gage or switch by the capillary.
Diaphragm - This is another sensing element for pressure. When pressure is applied,
the diaphragm flexes, and that movement is transmitted to a pointer in a gage
and / or operates a switch.
Digital or Discrete - a signal that is on or off. It can say that a pressure, temperature,
speed, condition, or level is OK, or NOT OK by a contact closure remaining
closed for normal conditions, or remaining open for normal conditions. It is also
a status input for the position of valves, whether they are fully open or closed, or
somewhere in the middle.
Dry Contacts - This is a set of contacts in a switch that have no voltage applied to them.
This is sometimes referred to as “potential free” contacts. This is also as opposed
to mercury wetted contacts, which have been used historically for high voltage
contacts, but are not often seen these days.
DPDT - Double Pole Double Throw - A switch which has two poles, actually two
switches mechanically connected together, that each have three connections,
common, normally open, and normally closed.
End Device - A device mounted out on the equipment to provide a condition signal.
Fail-safe - A normally closed shutdown system. It is called this because if one wire is
broken in the two wire system, then a shutdown will occur.
10
Fault - A condition where some parameter, pressure, temperature, level, or vibration is
out of normal operating conditions.
Fault Sensitive - The same as Fail-safe, but more often used because of the reality of
the shutdown systems. The reality is that the shutdown system may not always
be able to prevent damage.
Hardware Communications Standard - The definition of RS-232, RS485, RS422, Data
Highway, Ethernet, and others.
Inputs - Information for electronics to make a decision upon, Discrete inputs are only
OFF, or ON signals. Analog inputs provide information that is variable across a
range of values.
Modbus ASCII or RTU - A commonly available, and widely used communications
protocol. There are two types, ASCII and RTU.
Motor - An electric motor. We typically refer to electric motor drivers as motors, and to
internal combustion drivers as engines. This is not a definition in any published
reference, but it is an easy distinction to use. Unfortunately, in Spanish, a motore
is either, just as in English a motor is either, but in Spanish they do not have an
equivalent term to engine.
Normally Closed - A switch contact that is closed for normal operation, and opens for
fault. This method provides some benefits, but can also cause nuisance
shutdowns.
Normally Open - A switch contact that is normally open, and closes for fault. These are
often used on close-to-ground type systems. This type of system is usually
sufficient when the shutdown devices and system are properly maintained and
tested routinely.
Protocol - A description and the rules for how devices communicate on the specific
hardware standard they are using. In a way, the language and structure, and
syntax for the communications.
RTD - Resistance Temperature Detector or Device - Much more accurate than a
thermocouple. Typically not used above 400 degrees F. Commonly used for
winding and bearing temperatures in generators.
RTU - Remote Telemetry Unit or Radio Telemetry Unit. A device used to send
information from the site from which it is generated to another site for analysis,
and / or recording.
Sampling - The rate at which samples, or single readings, of data are taken by a
controller, PLC, or data acquisition device.
SCADA - Supervisory Control and Data Acquisition. Control methods that provide for
supervision of automated control systems, and the recording of data.
11
Supervision of an automated control may consist of changing setpoints, or
manually causing equipment to start or stop.
Sender - A device commonly used in generator, automotive, mobile, and other markets
to give an analog signal proportional to a physical parameter. This signal is
traditionally not as accurate as transducers, transmitters, or thermocouples. It is
a purely resistive and passive device.
SPDT - Single Pole Double Throw - A switch which has three connections,
common, normally open, and normally closed.
SPST - Single Pole Single Throw - A switch that when actuated will either close, or
open, but not both.
Shutdown - A term used in many ways. First as an input to a device to stop equipment
and annunciate to what that input was connected. Secondly, a stopping of the
equipment because of a condition that needs to be fixed. We use this term for
the stopping of the equipment for an abnormal condition, not just the normal
stopping of the equipment. To clarify, a shutdown is the stopping of the
equipment for an abnormal condition, as opposed to a “normal stop”.
Telemeter - An old dictionary definition is “any device for measuring
physical phenomena as temperature, radiation, etc., at some remote point and
transmitting, especially by radio, the values obtained to a distant indicator,
recorder, or observer: used in rockets, space studies, etc.” The more common
term is telemetry.
Thermocouple - Device that produces a millivolt signal proportional to temperature
that is very non-linear and depends on type, Type J, or Type K, or
many other types. Typically used for monitoring exhaust, coolant, oil, winding,
manifold, or bearing temperatures. Works well with high temperatures, not the
most accurate temperature measuring device, but commonly accepted.
Transducer /Transmitter - A transducer is defined as a device that converts one form
of energy to another form of energy. For our applications, it converts a
physical parameter into an electrical signal useful for readings, or monitoring for
setpoints for alarm, shutdown, control, or broadcast. A transmitter is a specific
case of the family of transducers that provides a current (4-20 milliamps)
output. The parameters of energy that can be converted are pressure,
temperature, level, voltage, amperage, frequency, etc.
12
Section 10 – Lubrication System
Vendor Bulletin No.
Drain Piping ......................................................... Ajax TP 02-23-T01A-001
Lube Oil Supply from OFF Frame Reservoir ....... Ajax TP 00-24-T01A-001
Lube Op System Schematic ................................ Prog. 2802-F-DAEAT-TTD
SMX Divider Valve Bulletin ............................................. Prog.
Deliron Cycle Indicator #2367 ......................................... Deliron 073LIT DCI-D
Proximity Switch Bulletin ................................................. Deliron 169LIT D-PRXSW
Rupture Disc Drawing.......................................... Ajax BM-21138
Lubricator Pump, Model P-55UR, ”................... Ajax BM-21136-1
Lubricator Pump, Model P-55UR, ¼”................... Ajax BM-21137-1
Operation and Maintenance of Divider Block Lubrication
Systems©2001(used with permission)
Crankcase Oil Level Controller & Switch, LM301
Installation and Operation .......................................... Murphy LM-92164N

Drain the compressor crosshead
guides every 800 hours of operation.
Record the amount of oil collected.
Unusual amounts of oil indicate

excessive cylinder or packing
lubrication rates, or worn wiper
packing.
Drain the air scavenging chambers

every 800 hours of operation.
WARNING
Do not open the scavenging chamber
drains while the engine is running.
Unstable combustion and rpm control

may result.
Record the amount of oil collected per

cylinder.
Unusual amounts of oil indicate

excessive cylinder lubrication rates, or
worn wiper packing.
Drain the crankcase every 8000 hours of operation.
Perform crankcase maintenance requirements.
Refill with 30 gallons of oil per Engineering

Standard # ES 1006. DPC-2802 Drain Piping
Also, see TP 00-24-T01A-001 in Tab 10.
TP 02-23-T01A-001 r0
DPC-2802 Drain Piping
TP 02-23-T01A-001 r0

2 Tubing Tee, ¾" 2507 6506 1
3 Pipe Elbow, ¾" NPT 2535 3006 1
4 Close Nipple, Sch 80, ¾" NPT 2539 4500 1
5 Ball Valve, ¾"NPT, 600# 2549 2065 4
6 SS Tubing, ¾" x 0.049" 5551 4912 65"
7 SS Tubing, ¾" x 0.049" 5551 4912 56"
8 SS Tubing, ¾" x 0.049" 5551 4912 111"
9 SS Tubing, ¾" x 0.049" 5551 4912 55"
10 SS Tubing, ¾" x 0.049" 5551 4912 32"
11 SS Tubing, ¾" x 0.049" 5551 4912 18"
The off mounted lubrication oil reservoir must provide a
minimum of 12” of head pressure at the inlet of each pump.
NOTE
Engineering standard ES 1006 for lube oil
specifications and requirements is located in
Section 1 of the Package Service Manual.
Adjust each pump’s stroke to attain the desired

lubrication rate for the initial 24 hour “break in”
running period.
Afterwards, re-adjust each pump to attain

lubrication rates for normal operations.
Refer to the LUBE SYSTEM schematic for

recommended values, and additional details.
Approximate crankcase oil capacity:
DPC-2201/2801 = 25 gallons (U.S.)
DPC-2202/2802 = 30 gallons (U.S.)
DPC-2803 = 58 gallons (U.S.)
DPC-2804 = 95 gallons (U.S.)
The correct full oil level is determined when the engine

is stopped. Set the level controller’s safety shutdown
while the engine is running.
Full crankcase oil level = 27.5” from the frame’s top

machined surface to the surface of the oil.
The p/n of the oil level controller is BM-21072.
The lubricator box has two reservoirs:

1) An independent oil sump for its gears and cams only.
Change its oil every 8000 hours – approx. 85 ounces.
2) An overflow sump for pump plunger “slippage”. Lube Oil from Off Frame
Drain the overflow sump whenever its sight glass shows
half full.
Supply Reservoir
TP 00-24-T01A-001 r0
Lube Oil from Off Frame Supply Reservoir
TP 00-24-T01A-001 r0
1 Ball Valve, 600#, ½” NPT 2549 2094 2 ea
2 Elbow, Male Tubing, ½” Tube x ½” NPT 2507 4204 2 ea
3 Flat Bar, ¼ x 1 x 8 7040 0210 1 ea
4 Male Tubing Connector, ½” Tube x ½” NPT 2507 1404 2 ea
5 Pipe Nipple, Sch 80, ½” NPT, 3 “ L 2539 4414 1 ea
6 Tubing, ½” x .035” wall 5551 3508 17”
7 Tubing, ½” x .035” wall 5551 3508 5”
8 Tubing, ½” x .035” wall 5551 3508 163”
9 Tubing, ½” x .035” wall 5551 3508 46”
10 U-Bolt, ½” 1590 0050 1 ea
11 Tubing Union, ½” 2507 8004 1 ea
12 Y Strainer, 400 psi, ½” NPT 6572 5106 1 ea
Progressive Equipment Telephone (713) 462-1061
Incorporated Fax (713) 462-4027 DropsA
14028 Aston Avenue Or Contact Us Via E-Mail: SMX Series
Houston, Texas 77040 USA sales@progressive-equipment.com
Divider
Valves
“Your Single Source For Any Lubrication Application”
GENERAL FEATURES
x Integral Porting Adapter for Simple Single to Twin

Outlet Conversion, Reduces Inventory Levels
x Air Bleeds Built Into Base Plate
x Maximum Pressure 7,200 PSI (500 BAR)
x Operates With Oil or Grease
x Full Monitoring Capability
x NPTF-Metric-BSP-SAE Threads Available
x Modular Design—Base and Metering Elements
x Zinc Plated Components
ADVANTAGES
x Modular Design Eliminates Tie Rods

x Metering Elements Can Be Serviced Without METERING ELEMENTS
Disturbing Piping or Tubing
x Internal Cross Porting The Metering Elements are fixed to the base by
x Auxiliary By-Pass Element Available means of two cap screws (provided).
x Easy Conversion From Twin to Single, No Need to
Stock Twin and Single Metering Elements The SMX Metering Elements are available in a wide
x No Limitation To The Maximum Number of range of deliveries (See Chart on Page 2). Cycle
Metering Elements Indicator Pins are available on most size elements
(See Chart on Page 2).
Notes:
1. A Minimum of 3 Metering Elements is Required to A By-Pass element is also available which allows an
Operate The Assembly. addition or reduction of lubrication points at any
2. Each Base And Metering Element Undergoes a time without having to disconnect any piping or
Thermal Explosive Process to Eliminate Foreign tubing.
Matter.
Bridge Elements (Internally Cross Ported) are
DESCRIPTION available. These interconnect and discharge into
DropsA’s SMX is a Modular Design Series Progressive the next element.
Divider Valve Consisting of Two Main Parts; the Base
and Metering Elements. The Metering Elements are supplied with either one
or two outlets, Conversion Plugs are available for
BASE
field conversion from one to two outlets (See Chart
The Base is made up of a minimum of three
Below).
segments:
All Metering Elements are fully interchangeable in
x Inlet Base Section various positions on the base.
x Intermediate Base Section
x End Base Section
Conversion Plugs
And can be increased in number by the addition of
Intermediate Base Sections. Plug Type Plug Part No. Plug Color
This revolutionary system makes the assembly easy

“S” Single Outlet 641708 Silver
and flexible; there is no need to determine in advance
the size of the base, just add on intermediate base
sections by means of Threaded Inserts and Cap “T” Two Outlets 641709 Gold
Screws (Patented).
Base Plate Assemblies Metering Elements
No. of Elements Part Number Metering Delivery In3 Delivery In3 Part
Element Size (Twin) (Single) Number
3 643523 SMX-08 .005 .010 641516
4 643524 SMX-12 .0075 .015 641790
5 643525
SMX-16 .010 .020 641517
6 643526
SMX-25 .015 .030 641518
7 643527
SMX-35 .020 .040 641519
8 643528
SMX-40 .025 .050 641520
9 643529
SMX-50 .030 .060 641521
Note: Bases For 10 or More Sections are available, SMX-60 .035 .070 641522
contact Progressive Equipment for Part Number and
Ordering Information. SMX-65 .040 .080 641523
SMX-00 By-Pass By-Pass 641514

TECHNICAL DATA
Note: 3 Working Metering Elements are Required
Maximum Pressure: 7,200 PSI (500 BAR) to Complete an Assembly. A By-Pass is not consid-
Minimum Pressure: 215 PSI (15 BAR) ered a Working Element.
O-Ring Material: Buna, Standard * Viton, Optional

Adapter Single/Twin
Temperature Range:
Buna Seals: -220 F (-300 C) to +2120 F (+1000 C)
Viton Seals: -40 F (-250 C) to + 3920 F (+2000 C)
Maximum No. of Strokes Per Minute: 500* Depend-

ing on Pressure and Delivery.
Oil Viscosity: Minimum 15 cSt (77.31 SSU) Top View of Metering Element
Grease: Maximum 200 ASTM (NLGI-4)
O-Ring (9 Per Element)

Weight of Single Element: .68 Lb. (0.31 Kg)
Inlet Thread: 1/4” NPT

Outlet Thread: 1/8” NPT
(Consult Pro-Gress for Metric Sizes)
MONITORING OF PISTON MOVEMENT

Bottom View of Metering Element
The following Types of Switches are available to
monitor
Piston movement:
x DNFT—Digital No-Flow Timers (Request DNFT

Brochure) PIN INDICATORS (High Pressure, Blocked or
Plugged Line Indication).
x Deliron Proximity Switch (Request The Deliron
Proximity Switch Brochure) x Pin Indicator, Pressure Type w/ Memory
Available in pressure ratings of: 1500, 2000,
x DELIRON—Magnetic Cycle Indicator (leak-proof) 2500, 3000, 3500, 4000 and 5000 PSI.
Cycle Indicator 073LIT DCI-D
09.08.01
Model DCI-D - Part# DL 3073

MONITORS AND DISPLAYS OPERATION OF DIVIDER BLOCK LUBRICATION SYSTEMS
0.625" (5/8")
2.300”
HIGHLY VISIBLE SPECIFICATIONS

Material.....................................................Stainless Steel
STAINLESS STEEL HOUSING Application .......Monitors Fluid(Oil)or Grease Systems
Rated Pressure...................................................6500 PSI
FLUID or GREASE SYSTEMS Indication....Highly Visible Snap-Action Bright Orange
LEFT or RIGHT MOUNTING

DESCRIPTION
SNAP-ACTION INDICATION The DELIRON CYCLE INDICA TOR is a cost-
effective and easy to install lubrication monitoring
device. It has a custom machined stainless steel
TOTALLY SEALED
housing and powerful internal magnet assembly
built for industrial use. It is totally sealed and can
EASY TO INSTALL accurately monitor fluid or grease systems. It can
be installed on any section and either side of a
ANY SIZE DIVIDER BLOCK divider block. The highly visible indicator has a
SECTION snap-action movement which makes it easy for the
user to see as well as determine the precise timing
of each divider valve cycle.
ORDERING INFORMATION
TM
MODEL DCI-TO................Trabon O-Ring.................P/N# Dl3070
TM
MODEL DCI-D .................Trabon Gasket.................P/N# Dl3071
MODEL DCI-L...................Lincoln.............................P/N# Dl3072
TM
MODEL DCI-D .................Dropsa..............................P/N# Dl3073

TM
Odessa, TX USA
1-800-337-3412 www.noflo.com
Manufactured and Assembled in the U.S.A. By DELIRON LIMITED
*ALL TRADEMARK NAMES ARE THE PROPERTY OF THEIR RESPECTIVE COMPANIES AND ARE NOT ASSOCIATED WITH DELIRON LIMITED.
PROXIMITY SWITCH 169LIT D-PRX SWI
07/18/01
DL-D-PRX
MAGNET SWITCH HOUSING
HOUSING (B) #24 AWG 18" LEADS (3)
(C)
YELLOW
YELLOW
1.125" (Switch
Connections)
MAGNET GREEN
(Ground)
(H)
3.250" ALLEN HEAD SPACER
SPRING
SET SCREWS
(A)
SPECIFICATIONS RATINGS
Part Number....................................................... 000169
CLASS 1, Div 1 Grps A,B,C,D
Material..................................Stainless Steel, Aluminum
o
Temperature Range..............................-40 F to +185 F
o
NRTL/C
LR108334-1
Switch Rating.....10 VA / 200 VDC ½ AMP MAX 125 VAC
...................................MINIMUM BREAKDOWN 300 VDC FOR
Epoxy Encapsulated............UL LISTED EL-CAST VFR 641 TRABON, LINCOLN
R R
MANZEL & DROPSA

R R
DIVIDER BLOCK LUBRICATION SYSTEMS
INSTALLATION AND ADJUSTMENT PROCEDURE 0-RING SWITCH HOUSING

INTERNAL VIEW OF (F) (B)
1. Loosen all (2) Allen head set screws (A) on switch housing (B) and remove DIVIDER VALVE HOUSING MAGNET
magnet housing (C). Do not remove magnet, spring, and spacer from (E) (H)
magnet housing. 24S
2. Remove end plug (D) from divider valve where proximity switch will be
installed. Proximity switch can be installed on any available divider valve 24S MAGNET
section. HOUSING WIRE LEADS
(C) (I)
3. Screw magnet housing (C) into end of divider valve. Torque to 15 foot 24S
END PLUG
pounds max. Be sure 0-ring or metal gasket (F) is in place on magnet (D)
housing (C) if required. DIVIDER VALVE
ASSEMBLY
4. Slide switch housing (B) all the way onto magnet housing (C). Connect (G)
ohmmeter to yellow switch leads. Do not tighten set screws at this time.
5.To properly adjust switch housing (B), divider valve assembly (G) must be ORDERING INFORMATION
cycling so magnet (H) is moving back and forth. This can be achieved with PART
MODEL DESCRIPTION
lubrication system functioning or by manually pumping clean oil through NUMBER
divider valve assembly with a hand pump.
DL-D-PRX DROPSA 000169
6. If a cycle is not detected, adjustment is made by sliding switch housing
(B) out in 1/16" increments. Continuity meter connected to yellow wires will
indicate a switch closure. Adjust 1/16" out until correct adjustment is DL-L-PRX LINCOLN - O-RING STYLE 000170
confirmed. Torque set screws to 25 inch pounds max. TRABON - GASKET STYLE
DL-TG-PRX “1994” AND EARLIER
000171
7. Use 10 to 12 inches of flexible conduit on the switch housing for ease of
TRABON - O-RING STYLE
adjustment or maintenance. All conduit and connections should be DL-TO-PRX “1995” AND LATER 000172
appropriate for area classification. CAUTION: Conduit and fittings must be
supported to avoid bending magnet assembly.
DISTRIBUTED BY
Odessa, TX USA
1-800-337-3412 www.noflo.com
Manufactured and Assembled in the U.S.A. By DELIRON LIMITED
*ALL TRADEMARK NAMES ARE THE PROPERTY OF THEIR RESPECTIVE COMPANIES AND ARE NOT ASSOCIATED WITH DELIRON LIMITED.
Lubricator Pump
Assembly,
P-55UR Pump, 3/8"
TP BM-21136-1
Lubricator Pump
Assembly,
P-55UR Pump, 1/4"
TP BM-21137-1
LM-92164N
Installation Instructions for Level Maintainers Revised 10-03
Section 15
(00-02-0176)
Model Series LM300

Read the following instructions before installing. A visual inspection of this product for
damage during shipping is recommended before mounting. These installation instructions are
intended for all LM300 series models.
GENERAL INFORMATION
LM301-EX
Shown with optional hose kit fittings
WARNING
**
Patent
LM300: Level Maintainer only (no switches). 5493086
LM301: Low switch contacts for low level shutdown or

alarm. Four wires, SPDT.
LM302: Two switches for low and high level shutdown or alarm. Four wires, Outlet Connection: 3/4-14 NPT left side, right side, and bottom.
DPST, wired N.O. in normal operating ranges. Crankcase Balance Vent Fitting: 1/2-14 NPT.
LM303: Two switches for low and high level shutdown or alarm. Four wires, Mounting: Accepts Murphy pipe mounting or universal mounting brackets.
DPST, wired N.C. in normal operating ranges. Lens: Clear “Frog Eye” non-staining, high impact, high temperature nylon; UV
LM304: Two switches. Alarm before shutdown on low level and shutdown on and heat stabilized.
low-low level. Four wires, DPST, wired N.O. in normal operating ranges. Dial: High visibility white background with green and white “index” lines for
LM305: Two switches. Alarm before shutdown on low level and shutdown on low- normal level indication.
low level. Four wires, DPST, wired N.C. in normal operating ranges. Test Knob: Rotate to test switch operation. Turn clockwise for low level test
and turn counterclockwise for high level test.
Specifications Flow Rate Test: Using SAE 30 @ 32°F (0°C).
Case/Cover: Die cast aluminum.
Switch Housing: Aluminum. Orifice Pressure Flow Rates
Diameter
Approval Rating: LM301 thru LM305 : CSA certified†† for non hazardous 4 ft. oil – 15 ft. oil 4.7 GPH - 31.0 GPH
1/4 in.*
locations. Enclosure Type 4 certified. (6 mm) (1.2 m oil – 4.6 m oil) (17.8 LPH - 117.3 LPH)
LM301-EX thru LM305-EX: CSA certified†† for Class I, Groups C and D;
10 psig – 30 psig
Class II, Groups F and G hazardous locations. Enclosure Type 4 certified. 1/8 in. (68.9 kPa – 207 kPa) 16.9 GPH - 32.1 GPH
Float: Rigid polyurethane foam. Polyurethane coated. (3 mm) [.69 – 2.07 bar] (63.7 LPH - 121.5 LPH)
Maximum Ambient Temperature: 250°F (121°C)
*Standard
Oil Inlet Connection: Top entry 1/2-14 NPT with built-in filter screen (removable NOTE: Friction losses due to piping NOT considered.
for cleaning).
Inlet Orifices: 1/4 in. (6 mm) standard. 1/8 in. (3 mm) available. Optional Hose Kit: 15000355
Wire (switch models): 18 AWG x 13 in. (1.0 mm2 x 330 mm). Quantity Description
Maximum Inlet Pressure (MIP):
Max. Differential: 2 in. (51 mm) between running and stationary oil level. 1 1/2 in. (13 mm) I.D. x
30 psi (207 kPa) [2.07 bar]. 3 ft. (914 mm) long hose
with 1/8 in. (3 mm) orifice. 1 1 in. (25 mm) I.D. x
15 ft. oil (4.6 m oil) 3 ft. (914 mm) long hose
with 1/4 in. (6 mm) orifice.
2 1/2 in. (13 mm) worm gear clamp
Maximum Case Pressure (MCP): 15 psi (103 kPa) [1.03 bar].
21 in. (25 mm) worm gear clamp
Orifice Seal†: Buna-N Thumb-Valve™
2 1/2 NPT x 1/2 in. (13 mm) barbed fitting
Switch Contact: Silver, SPDT snap acting, 10A @ 125, 250VAC; 10A @ 30VDC.
2 3/4 NPT x 1 in. (25 mm) barbed fitting
(1 only for low level; 2 only for high & low; or 2 only for low with alarm before shutdown)
††CSA certified with switch contacts rated at 10 A @ 250 VAC (standard).
** Products covered by this bulletin comply with EMC Council directive
89/336/EEC regarding electromagnetic compatibility except as noted.
LM-92164N page 1 of 4
DIMENSIONS
LM300 Series Enclosures Mounting Brackets with Hardware

The dimensions below are for the optional -EX model enclosure. The
standard model enclosure dimensions are the same except the height and 15000371 pipe bracket
width which are: 7 in. (178 mm) H, 7-7/8 in. (200 mm) W. Additional Hardware 5.20 in.
Oil Inlet Connection* 6 in. Supplied (132 mm)
1/2-14 NPT (152 mm) 4.50 in.
with removable (4) 3/8-16 UNC x 1 inch (114 mm) Hole .88 in.
screen
Crankcase Electrical (25 mm) screws (22 mm) dia.
Vent Conduit
1/2-14 NPT 1/2-14 (4) 3/8-16 nut
NPT
.376 in. 2.50 in.
(4) 3/8 I.D. lock washer (10 mm) (64 mm)
(2) 3/8 I.D. flat washer minimum
bottom surface
Test
Knob 2 places
1/4-20 NC
8-1/4 in. 2 places
(210 mm)
Monitoring Port Connection

*Applies to level maintaining models only. 3 places, 3/4-14 NPT 15000370 universal bracket
7-3/16 in. Slot, .390 in. (10 mm)
(183 mm) Additional Hardware
Supplied x 2 in. (51 mm)
Snap Switch
(2) 3/8-16 UNC x 1 inch 4 places (17 6.69
Case Assembly 0 m in.
(25 mm) screws m)
Slot, .390 in. (10 mm)
(4) 3/8 I.D. flat washer x3 4.71
places
in. (120 mm)
5 in
.
5-15/16 in. 1.7 mm)
(151 mm) (2) 3/8 I.D. lock washer (44
(2) 3/8-16 nut
3/8-16
(11 4.50
m n.
2-3/4 in.
)
i
m
UNC-2B
91 0
4 in
(1 7.5
(70 mm) Mounting (13 5.19 mm) .
Holes, 2 places 2 m in.
m)
5-3/16 in.
(132 mm)
TYPICAL INSTALLATION
Mounting (all LM300 Series models) Mounting with Universal Bracket

NOTE: Mount the LM300 series level maintainers as close as possible The universal bracket has two mounting methods: deck mounting and
to the crankcase. Also, excessive vibration can cause overfill. Be sure pan mounting.
mounting brackets are supported. Deck Mounting
The following instructions are based on the usage of the pipe and universal 1. Install the universal bracket to the deck as shown in Figure 2A with two
mounting brackets shown above. flat washers and two 3/8 inch (10 mm) diameter bolts (not supplied).
Pipe Bracket Mounting
1. Mount a nominal 1/2 inch (21 mm) diameter pipe to the deck of the engine.
2. Install the pipe bracket to the LM300 using two 3/8-16 UNC x 1 inch
bolts supplied. See Figure 1A.
3. Slip the LM300 onto the pipe and install the two adjustment bolts. Each Crankcase
adjustment bolt consists of a 3/8-16 UNC x 1 inch bolt and two nuts. See Universal
Bracket
Figure 1B. DO NOT tighten the adjustment screws too tightly because
you will have to adjust the LM300 later in the installation process.
Threaded Adjustment
Deck hole Bolts
Pipe
Bracket
Figure 2A Figure 2B
Adjustment 2. Mount the LM300 to the universal bracket using two 3/8-16 UNC x 1
Bolts
inch (25 mm) bolts supplied (Figure 2B). DO NOT tighten the
adjustment screws too tightly. You will have to adjust the LM300 later in
the installation process.
LM300 Pipe Crankcase
Figure 1A Figure 1B
TYPICAL INSTALLATION continued
Crankcase (Oil Pan) Mounting 4. Fill the crankcase to the proper oil levels. W ith the engine running and
1. Install the universal bracket to the crankcase using the existing warm, loosen the mounting bracket adjustment bolts and adjust the
crankcase bolts (Figure 3A). Crankcase bolt diameter must be no lar ger LM300 so that the oil level in the sight gauge is aligned with the white
than 7/16 inch (11 mm). “index line” on the dial (Figure 4). Tighten the adjustment bolts securely.
Connecting the LM300 to an Oil Supply Tank
Crankcase (level maintaining models only)
Bolt 1. Remove the caplug from the oil inlet connection. Be sure the filter, inside
Universal the connection, is clear of debris. Install the oil inlet connection.
Bracket
Crankcase
2. Connect a 1/2 inch I.D. (13 mm) or larger hose
Note Clearance to oil inlet fitting on the LM300 and to the shutoff Oil Supply
before mounting Tank
valve on the oil supply tank. See Figure 5. For
Adjustment models LM300 thru LM305 recommended
Bolt
minimum mounting of the oil supply
tank above the LM is 4 ft. (1.2m); Oil Inlet
Hose
Figure 3A Figure 3B maximum 15 ft. (4.6m). The
hose must maintain a
NOTE: Check clearance between crankcase and mounting bracket downward slope and not have
before installing the mounting bracket. If space between the crankcase low spots or droops.
and mounting bracket does not allow installation and access to the Maximum head pressure
adjustment bolts advance to Step 3. rating using standard 1/4 in. (6
2. Mount the LM300 to the universal bracket using two 3/8-16 UNC x 1 mm) orifice is 15 ft. (4.6
inch bolts supplied. DO NOT tighten the adjustment bolts too tight. You meters). See Flow Rate test on
will have to adjust the LM300 later in the installation process. page 1 for additional orifice pressure
3. If space between the crankcase and mounting bracket is narrow , install ratings.
Figure 5
the universal mounting bracket to the LM300 before installing to the 3. Before filling the supply tank with
crankcase oil pan. oil, be sure the tank is clean and dry andthe shutoff valve is closed.
Also, be sure all hoses and clamps are tight. Fill the tank with CLEAN
Connecting Fittings and Hoses oil.
The following instructions are for all LM300 series level maintainers. WARNING: Overfill condition can be caused by excessive
All steps that reference oil inlet or oil supply tank DO NOT apply to inlet pressure, (maximum inlet pressure depends on orifice),
non-level-maintaining models. Also, these instructions are based on the and/or improper “vent to crankcase” installation.
Murphy optional hose kit described on page 1. If you did not order the
See Flow Rate Test on page 1 for maximum pressure.
optional hose kit, gather the hoses, clamps and fittings as specified in
the optional hose kit. 4. After oil supply tank is full, open the shutoff valve.
1. Install the LM300 fittings in their proper locations. NOTE: Apply a
sealant such as teflon, to all threaded connections. Next, make the proper electrical connections for the application. See
2. Attach the 1 inch (25 mm) diameter , flexible monitoring hose to the contact ratings on page 1 and schematics on page 4.
crankcase and the monitoring port on the LM300. See Figure 4.
CAUTION: The hose must slope slightly downward from the LM300 Switch Test (switch models only)
and MUST NOT have any droop or low spots. To test the shutdown and/or alarm functions
perform the following:
NOTE: If the drain plug on the crankcase
is used for the connection, we 1. Unscrew protective boot from test knob.
IMPORTANT: Always replace boot after
recommend installation of a tee to Oil Inlet
testing.
allow draining of the crankcase Vent Hose
for service. Hose 2. Turn the test knob 1/4 turn to the right
Viewing (clockwise), for low test indication (Figure 6).
3. Install the 1/2 inch (13 mm) Lens
Running Figure 6
Engine 3. Turn the knob 1/4 turn to the left
I.D. x 3 ft. (914 mm) hose to Crankcase
(counterclockwise), for high test indication. DO NOT FORCE
the vent connection on the Oil Level
THE TEST KNOB TO TURN.
LM300 to the vent connection
on the crankcase. See Figure 4. NOTE: After the engine shuts down, you will notice that the oil in the
The vent connection on the Monitoring Hose sight gauge glass will rise above normal running level, possibly
crankcase must be well above the showing an overfill condition. This is a result of “drain-back” to the
regulated oil level. All hoses must engine crankcase and it is normal. Therefore, on models LM302 and
Figure 4 LM303 it may be necessary to wire the high level shutdowns into a
be clear of obstructions.
class “B” or “C” (bypass until first time safe) lockout, so as to allow a
BEFORE CONTINUING, VERIFY THAT ALL HOSE CLAMPS permissive start. After the engine is re-started the level will pull down
ARE TIGHT. to the normal running level and the shutdown features will be active. A
modulating valve (Thumb-Valve™) in the level maintaining models
will allow oil usage to be made-up continuously during operation.
SWITCH WIRING DIAGRAMS
WARNING: DISCONNECT ALL ELECTRICAL POWER BEFORE CONNECTING ANY WIRES.

LM301 LM302 LM303 LM304 LM305
SPDT High/Low N.O. High/Low N.C. Alarm before Alarm before
DPST DPST shutdown N.O. shutdown N.C.
DPST DPST
Green Green Green Green Green
Black Black Brown

High High Normal
Normal Normal
Yellow Normal Low
Normal Low
Red Low Brown Black Low-Low
Low Low Low-Low
High High Normal Normal

Float Yellow Blue Normal Orange Yellow Blue Orange
Normal Low
Low
Red Red
Low Low-Low
Low Low-Low
Float Float Float Float
OPERATING RANGES OF SWITCHES
This section applies only to models that have built-in switches. The illustrations
3/8 in.
below and to the right show the dials and their operating ranges of the switches. (10 mm)
If levels are within the designated zones the switch(es) will activate. Notice that High Zone
a switch is capable of activating approximately 3/8 in. (10 mm) from the top of 3/4 in. Shutdown or Alarm
(19 mm)
the high zone and 3/8 in. (10 mm) from the bottom of the low zone. The dial in Normal
Operating Range
Figure 9 shows that if level continues to drop into the low-low zone, a 3/4 in.
(19 mm) Low Zone
shutdown will occur. Shutdown or Alarm
NOTE: Color zones on dial face show approximate normal operating zones. 3/8 in.
Actual conditions may vary depending upon operating characteristics of the (10 mm)
engine. Placement of the LM300 according to the above instructions will

Figure 8: LM302/LM303
compensate for these conditions.
Normal Normal
Operating Range Operating Range
3/4 in. 3/4 in.
(19 mm) Low Zone (19 mm) Low Zone Alarm
Shutdown or Alarm Low-Low Zone Shutdown
3/8 in. 3/8 in. 1/4 in.

(10 mm) (10 mm) (6 mm)
Figure 7: LM301 Figure 9: LM304/LM305
Warranty
A two-year warranty on materials and workmanship is given with this FWMurphy product.
A copy of the warranty may be viewed or printed by going to www.fwmurphy.com/warranty.asp.
® P.O. Box 1819; Rosenberg, Texas 77471; USA Church Rd.; Laverstock, Salisbury SP1 1QZ; U.K. 1620 Hume Highway
FWMurphy e-mail sales@fwmurphy.com e-mail sales@fwmurphy.co.uk +61 3 9358 5555 fax +61 3 9358 5558
Tulsa, Oklahoma 74147 USA Blvd. Antonio Rocha Cordero 300, Fracción del Aguaje MURPHY SWITCH OF CALIFORNIA
+1 918 317 4100 San Luis Potosí, S.L.P.; México 78384 41343 12th Street West
fax +1 918 317 4266 +52 444 8206264 fax +52 444 8206336 Palmdale, California 93551-1442; USA
D
RE
GI
E
e-mail sales@fwmurphy.com Villahermosa Office +52 993 3162117 +1 661 272 4700 fax +1 661 947 7570
STER
USA–ISO 9001:2000 FM 28221
www.fwmurphy.com e-mail ventas@murphymex.com.mx e-mail sales@murphyswitch.com UK–ISO 9001:2000 FM 29422
Printed in U.S.A.
Section 11 – IGTB RPM Control
Vendor Bulletin No.
IGTB Assembly Illustrated Parts List ................... Ajax TP 1302-000-08
IGTB Operation and Problem
Diagnostics ..................................................... Ajax TP 1300-000 V1A
V1A System Electrical Control Assembly ............ Ajax TP YAE-5583-A
V1A Governor Cable Assembly ........................... Ajax TP BM-21152-C
Alternator Output vs Engine RPM w/5.33:1 Ratio........... Ajax 11-24-03
V1 Alternator Installation Instructions ............................. Altronic ALT II 2-01
V1 Alternator Service Instructions................................... Altronic A24 SI 2-01

1302-000-08 - Integrated Governor Throttle Body
1 ZBM-21152-30 GOVERNOR 24 vdc 30MM 1
2 ZYAE-5583-A CONTROL, ELECTRICAL ASSY., V1-A IGTB 1
3 ZBM-21146 O'RING 2
4 ZK-8256-A FLANGE, GOVERNOR OUTLET 1
5 ZK-8256-C FLANGE, GOVERNOR INLET 1
8 ZK-8256-B BRACKET, SUPPORT 1
11 ZK-7889-1 BRACKET, FUEL FILTER (LE) 1
13 ZBM-11900-0616-08 BOLT HEX HEAD 2
14 Z2549 0057 VALVE NEEDLE 2
15 Z2015 3312 GAUGE PRESSURE 2
18 ZK-8263-A-24 HOSE, FLEXIBLE METAL 1" X 24" MALE/MALE 1
19 ZK-8262-A-30 HOSE, FLEXIBLE METAL, 1/1-2" X 30" 1
21 ZBM-11969-08 1" 45 DEG. THREADED STREET ELL 1
22 ZBM-21152-C-48 CABLE ASSY, IGTB V1-A GOVERNOR 1
24 ZYAE-1561-E-1 ALTERNATOR DRIVE ASSY - INTEGRATED GEAR 1
25 ZK-6258-C GASKET 1
26 ZA-4658 GEAR, DRIVE 1
27 ZBM-11095-A SCREW SET 2
28 ZK-8095-0616-18 STUD, 3/8-16UNC X 2-1/4" 4
32 ZBM-21156 ALTERNATOR 24 vdc 1
34 ZBM-11900-0616-10 BOLT HEX HEAD 2
38 ZYAE-5581 LUBRICATOR DRIVE ASSY 1
40 Z2049 1292 PICKUP MAGNETIC 1
44 ZA-1944-A-2 PLATE 1
46 ZA-2115 TROUGH 1
47 ZA-2117 GASKET FLAT OVAL 1
48 ZK-8095-0813-16 STUD 5
50 ZBM-11900-0616-10 BOLT HEX HEAD 2
52 ZBM-11900-0813-10 BOLT HEX HEAD 2
54 ZBM-11623-S-6-6 UNION TUBE COMPN 1
The IGTB is a combination of a throttle and an electronic governor, therefore “integrated governor
throttle body” or IGTB. Its function is to maintain an established RPM set point through out the load
range of the engine.
Note: the throttle is not a shut off valve. There is enough clearance between the body
and the throttle plate to allow the engine to run under certain conditions at less than
rated idle RPM when the governor is not powered.
As shown in Figure 1, the governor measures the RPM with a magnetic pick up and compares it to the set
point RPM supplied by the pressure transducer.
V1-A power
supply system
3-15 psig =
300-440 RPM
294 pulses/rev
1-5vdc
Fuel Fuel
Inlet Outlet
IGTB
Figure 1
RPM set point is established by a pneumatic 3 to 15 psig signal to the pressure-to-voltage transducer:
RPM Voltage Pressure When the set point is changed to an increased value the rate of
300 1.8 3 acceleration to that value is 6 RPM/second.
335 2.6 6 When the set point is changed to a decreased value the rate of
370 3.4 9 deceleration is 12 RPM/second.
405 4.2 12
440 5.0 15 An attained RPM set point is maintained by PID values for best
response to changes in load.
The governor has an operating voltage range of 18 to 28 Vdc with a nominal voltage of 24V.
Its operating temperature range is -40ºF to 221ºF.
Governor power is supplied by the V1-A alternator power supply system. This system produces power
only when the engine is cranking or running. At 60 RPM cranking speed there is sufficient voltage
(27vdc) to operate the governor and the RPM set point transducer.
Note: the V1-A system is not intended to provide power for other instrumentation.
The governor’s tuning values (gain, reset, etc.) are optimized for conventional compressor RPM
control operations, and step load operations. The values are fixed, and are not field adjustable.
Ring gear tooth count and RPM set point vs set point voltage can Cooper Compression
be altered by use of a downloadable file from www.Woodward.com, a 2101 S.E. 18th Street
data link wiring harness (Ajax p/n A-4669), and a PC’s RS-232 Oklahoma City, OK
port. Instructions accompany the A-4669 data link wiring harness. 73129-8351
Externally supplied 24vdc must be used to reconfigure the tooth IGTB Operation & Problem Diagnostics
count and the maximum RPM set point’s voltage. Within the V1- With the V1-A Power Supply System
A
TP 1300-000 V1-A Page 1 of 2
System’s wiring junction box, disconnect the voltage regulator’s lead A from terminal block position 1.2, and
lead B from terminal block position 4.2. Connect your auxiliary +24vdc to terminal block position 1.2, and -
24vdc to terminal block position 4.2. After reconfiguration reconnect the original wiring.
Note: The V1-A system is not designed as a charging system.
Do not leave your auxiliary 24vdc system connected within the junction box.
When the engine is operating at rated load and speed, adjust the fuel supply pressure to be 4 to 6 psig above
the fuel pressure downstream of the governor. Assure that the engine will idle without load at that pressure
setting. If it does not, reduce the supply pressure slightly so that no load, idle RPM can be achieved.
Problem Diagnostics
Use the throttle’s fuel supply pressure gauge and fuel outlet pressure gauge to help analyze governor
performance. For example, notice the outlet pressure at engine light off, or the outlet pressure at typical
operating conditions. (Be certain that the isolation/dampening valves are adjusted for credible readings.)
When performing electrical diagnostics, use a digital voltmeter connected to the governor’s wiring harness
plug. The appropriate pin connections are listed in the table below, and on the wiring harness assembly
drawing. All voltages will be Vdc. If your voltmeter does not have an RMS function to measure the MPU
signal level, use Vac for that signal only. (Be certain that the engine’s ignition will be grounded, and the
fuel supply will be locked out for these tests.)
Engine starts, but does not accelerate to Inadequate electrical Disconnect harness from governor. Test for
idle RPM power +18 to +27V between plug socket # 1 and # 5
while cranking. (See Note 1 below.)
MPU gap too large Rotate engine manually to check for 0.020” to
0.030” gap.
MPU signal connection Disconnect harness from governor. Test for at
open least 2 Vrms between at plug pin #11 and pin
#3 during cranking.
Stuck throttle shaft Remove the governor. Move throttle by hand.
Assess smoothness, friction, and return spring
force. (See Note 2 below.)
Engine starts, but shuts down. MPU gap too large Rotate engine manually to check for 0.020” to
0.030” gap.
Engine starts and runs, but is unstable Ignition misfire Troubleshoot the ignition system
Precombustion Chamber Check for normal PCC fuel pressure, and
Unable to attain rated RPM with a slight (PCC) fuel supply fouled or stuck check valves.
load. Gas Injection Valve Using combustion pressure measurement,
Adjustment balance the firing pressures.
Pressure transducer output A 3-15 psig input signal should produce a 1.8-
Note: On 2201s & 2801s adjust the set low 5vdc output signal. Apply 15 psig to the
point to 10- 15 psig then lower it transducer input. If 5vdc is not measured
to the desired running value.
between plug’s pin # 8 (Vdc+) and pin #3
(Vdc-), replace the transducer.
Unable to develop full load RPM Low fuel pressure Increase the fuel supply pressure
Unable to idle at no load High fuel pressure Decrease the fuel supply pressure
Note 1: Do not crank or start the engine when the alternator cable is disconnected from the
voltage regulator. Internal damage is likely to occur. The only usable field test of the
alternator is resistance between its output pins (see the service instructions for details).
Note 2: The governor and throttle body are electronically calibrated as a matched assembly.
Do not substitute or use parts from other assemblies.
Cooper Compression
WARNING 2101 S.E. 18th Street
Oklahoma City, OK
73129-8351
Do not conduct electrical tests unless
the area is safe & IGTB Operation & Problem Diagnostics
free of combustion hazards With the V1A Power Supply System
TP 1300-000 V1A Page 2 of 2
RPM Set Point vs Signal (Vdc or PSIG)
RPM Vdc PSIG
300 1.8 3
335 2.6 6
370 3.4 9
405 4.2 12
440 4.9 15
Pressure Transmitter MPU

SHLD SHLD
RED WHT BLK BLK RED
BLK BLK
Voltage Regulator WHT SHLD SHLD
Governor Cable
GRN RED (see TP BM-21152-C)
! "#
" # !$
WHT/BLK
GRN/BLK
V1A System Electrical Control
RED/BLK Assembly
TP YAE-5583-A
Socket
Wire Color Label Signal Value
#
1 Green +24vdc 18-28vdc
2 Not used ------ ---------
MPU- &
3 Black Electrical ground
Aux-
4 Not used ------ ---------
5 Black -24vdc Electrical ground
6 Not used ------ ---------
7 Not used ------ ---------
8 White Aux+ 5vdc (max) @ 15 psi input
9 Not used
10 Not used ------ ---------
11 Red MPU+ 5-8vdc at 100 RPM (min)
12 Not used ------ ---------
------ Shield Electrical ground
! "#
" # !$
Governor Cable Assembly

IGTB V1A
TP BM-21152-C
RPM vs Alternator Current @ 5.33:1
460
440
420
400
380
Engine RPM
360
340
320
300
280
260
240
2.0 2.5 3.0 3.5 4.0
Alternator Current
590110-GO
ALTERNATOR
581501
VOLTAGE REGULATOR
6-PIN CONNECTOR
A- NOT USED
593060-3 B- GROUND
CABLE C- +24VDC OUTPUT
D- NOT USED
E- ALT. INPUT
F- ALT. INPUT
3-PIN CONNECTOR
A - ALT. OUT
B - ALT.OUT
C - NOT USED
O
NOT USED
O + 24 VDC POWER
TO AJAX IGTB
GOVERNOR
24 VDC SYSTEM FOR AJAX IGTB
509 059B
– VERSION 1
Section 12 – Catalytic Converter
Vendor Bulletin No.
Catalytic Converter IOM....................................... Ajax TIB 061013

Compression Systems
Ajax Technical Information Bulletin #061013
Subject: Instructions for the installation, operation, and maintenance of a catalytic

converter on an AJAX engine-compressor silencer.
This bulletin provides instructions on how to use a catalytic converter in a manner that
will ensure operator safety, efficient use, and long catalyst life. Also presented are
guidelines to consider prior to start-up of your unit, instructions on installing the converter
elements, the proper oil to use with the catalyst, troubleshooting, catalyst regeneration
and storage, and spare parts information.
This bulletin also provides instructions on taking temperature and pressure

measurements on the catalytic converter, including measurements that are required by
the United States Environmental Protection Agency (U.S. EPA).
Contents
Factors That Affect Catalyst Operation .................................................... 2
Before Initial Start-Up................................................................................ 3
Installing the Catalyst Elements ................................................................ 3
Catalyst Measurements.............................................................................. 8
Warning Signs ............................................................................................ 13
Inspecting and Troubleshooting a Catalyst.............................................. 13
Catalyst Regeneration ............................................................................... 13
Storing the Catalyst ................................................................................... 13
Catalyst Spare Parts.................................................................................... 14
Optional Spare Parts .................................................................................. 14
Ajax Contact Information.......................................................................... 14
Contents 1
Ajax Technical Information Bulletin #062005 AJAX®
Factors that Affect Catalyst Operation

Catalysts can control exhaust pollution for years, and require minimal maintenance, as
long as the operator watches for:
• catalyst inlet temperatures that fall below or exceed certain limits

• chemicals in the exhaust that can harm the catalyst
• coolant or water that leaks into the catalyst
• engine oil that is not recommended for use with the catalyst
• improper catalyst sizing
Catalyst Inlet Temperature: Catalysts are meant to operate between 450° and 800°F.
Exhaust temperatures lower than 450° are not hot enough to produce an efficient
catalytic reaction, so the catalyst will not control emissions at these low temperatures.
Temperatures higher than 800° will crystallize the precious metals in the catalyst
elements, eliminating the catalyst’s emission-reducing properties.
Chemicals in the Exhaust: Certain chemicals in exhaust gases will also render the
precious metals useless as catalysts; these chemicals include lead, zinc, tin, copper,
sulfur, mercury, antimony, chromium, phosphorus, chlorinated hydrocarbons and silicon.
Contact the manufacturer for a list of all chemicals that are harmful to the catalyst. Proper
sizing of the catalyst, as well as proper maintenance of the engine, will reduce the
potential for catalyst fouling due to these chemicals. Regeneration of the catalyst
elements will remove chemical build-up on the catalyst elements as well (refer to the
“Regeneration” section on page 11).
Coolant or Water Leaking into the Catalyst: A catalyst that has been flooded with
rainwater or antifreeze is permanently damaged, and the catalyst should be replaced.
Make certain that no coolant or water is allowed to leak into the catalyst.
Proper Engine Oil: Using the proper engine and cylinder oil is critical to the successful
operation of the Ajax exhaust catalyst. Cameron AJAX® worked with ExxonMobil to
develop an oil that would ensure proper catalyst operation and maintain the designed
emissions control. Both lab and field engine tests have validated the performance of the
new catalyst friendly oil in maintaining optimum catalyst life, as well as cylinder liner,
bearing, and crosshead guide protection.
Mobil Pegasus Special CF must be used to ensure proper performance of the

catalyst.
For assistance in sourcing Pegasus Special CF via your local ExxonMobil Distributor,
please contact ExxonMobil at 1-800-662-4525, or visit www.mobil.com.
Factors that Affect Catalyst Operation 2

Compression Systems
Improper Catalyst Sizing: Catalysts are sized based on engine specifications. If the
engine is not operating according to those specifications, the catalyst is not sized
properly, which will result in a shortened catalyst life span.
Before Initial Start-up

A new or rebuilt engine started for the first time may not run properly, or according to
specifications, which may damage the catalyst. To prevent damage to the catalyst, follow
these steps:
1. Before starting the engine, remove the catalyst elements and gaskets.
EXHAUST GASES ARE

POISONOUS! BEFORE
START-UP, ENSURE THAT
ALL EXHAUST GASES ARE
PROPERLY VENTED TO THE
ATMOSPHERE AND THAT
ALL COVERS ARE SEALED
AND IN PLACE
2. Start the engine.
NOTICE: For engine break-in and debugging purposes, the EPA allows the engine
to run without the catalyst elements for a maximum of 200 hours.
3. Measure and log exhaust gas temperatures, as well as exhaust gas constituents, to
ensure that the engine is running according to the manufacturer’s specifications.
4. Once you are certain that the engine is running properly, install (or reinstall) the
catalyst elements.
The following section, “Installing the Catalyst Elements,” describes in detail how to
properly install catalyst elements.
Installing the Catalyst Elements

It is important to install the catalyst elements into the catalytic converter correctly so that
the element gaskets properly seal and no unfiltered exhaust is permitted to bypass the
elements. There are 4 main steps in installing the catalyst elements:
Step 1: Adjust the Converter Tray

Step 2: Insert the Catalyst Elements into the Converter Housing
Step 3: Compress the Element Gaskets
Before Initial Start-up 3

Step 4: Install the Adhesive Gasket for the Access Door
Step 1: Adjust the Converter Tray

a) Ensure that the silencer is secure and all safety precautions have been addressed.
b) Open the access door by removing the bolts from the access door and allowing it to
swing open (see Figure 1 below).
Converter Housing
Door Bolts
Door Hinge
Figure 1: Opening the Access Door
NOTICE: In order to install the catalyst elements, the converter tray must be
lowered.
c) Check the position of the tray (refer to Figure 2 below).

• If the surface of the tray is flush with the bottom edge of the window, the tray is
down, or lowered
• If the surface of the tray is higher than the bottom edge of the window, the tray is up,
or raised
Converter Tray
Access Door
Window
(Bottom Edge)
Figure 2: Location of Converter Tray
Installing the Catalyst Elements 4

Compression Systems
d) Adjust the tray by first loosening the top nuts on the adjustment studs (See Figures 3
and 4 below).
Adjustment Studs
Figure 3: Tray Adjustment Studs
Top Nut
Bottom Nut
e) Raise or lower the tray as

needed to position the tray flush
with the bottom edge of the
window.
• To lower the tray, turn the
bottom nuts counter-clockwise
(facing nuts from the top)
• To raise the tray, turn the
bottom nuts clockwise (facing
nuts from the top)
Figure 4: Top and Bottom Nuts on Adjustment Stud
Installing the Catalyst Elements 5

Element
Gasket 3/8”
OD Section Gasket
Figure 5: Catalyst Element and Gasket O.D. Section
Step 2: Insert the Catalyst Elements Into the Converter Housing

a) Inspect the catalyst element to ensure that the gasket is in good condition, and make
sure that the gasket is secure around the element and that the 3/8” O.D. section is on
top of the element (see Figure 5 above). When compressing and sealing the gasket,
if any part of the gasket O.D. section is not on top of the element, but instead is bent
outward and away from the element, the gasket will not seal properly.
b) Align the element with one of the tray openings inside the housing and slide the
element in until it stops (see Figure 6 below).
c) Insert remaining elements into the remaining tray openings.
NOTICE: Be sure to install the elements with the gasket side of the elements
facing upward.
Figure 6: Inserting Catalyst Element Into Tray Opening
6
Compression Systems
Step 3: Compress the Element Gaskets

a) Raise the tray by turning the bottom nuts on the adjustment studs clockwise (facing
nut from the top) beginning with the studs opposite the access door (refer to Figure 7
below).
NOTICE: At this point, as you are turning the nuts to raise the tray, begin applying
high temperature anti-seize to each stud. Apply the anti-seize to the stud as the
nut goes down the stud, so that whenever you want to lower the tray, the nut will
easily go back up the stud without seizing.
b) Adjust the studs (alternately) until the gaskets on the back side of the elements begin
to lightly compress.
NOTICE: Ensure that the gaskets are seating on the top surface of the element
evenly.
c) Move to the access door side and adjust the remaining two studs until the entire
gasket is lightly and evenly compressed (see Figure 7 below).
d) Turn the bottom nuts of each stud two full revolutions. Alternate front to back, back to
front when tightening.
e) Tighten the top nuts of each stud to lock in place.
First, beginning with the back

two studs, turn the bottom nuts
clockwise (facing nut from the
top) to raise the element tray
Next, adjust the front two studs,

raising the tray until all element
gaskets are lightly and evenly
compressed
Door Bolt Holes
Figure 7: Compressing the Element Gaskets
7
Step 4: Install Adhesive Gasket for the Access Door

a) Cut strips of adhesive gasket as needed to place around the converter window.
b) Make holes in the center of the adhesive gasket for the bolt holes surrounding the
converter window (see Figure 7 above).
c) Remove tape from the back of the adhesive gasket strips, and place strips around the
converter window so that when the converter access door is closed, the door will seal
completely and no gases will escape.
d) Close the access door, and tighten the nuts for the door bolts alternately until the door
is completely and firmly sealed.
Tips on Properly Installing the Catalyst Elements

If catalysts are installed improperly, some exhaust products may bypass the catalyst
elements. To avoid this problem, follow these instructions:
• Replace a catalyst gasket with a new gasket if you are unsure of a gasket’s quality or state of
repair
• Clean all mating surfaces so that the gasket can seal properly
• Tighten all nuts, bolts, and washers to prevent leaks
• Do not use silicone-based gasketing compounds
Catalyst Measurements
Once you install the catalyst elements, you can start the engine and make initial
performance measurements. Important catalyst measurements to take are:
• Catalyst Inlet Temperature

• Pressure Drop Across the Catalyst
Perform all measurements at the same engine operating points (RPM, BHP, etc.) that
were specified when the catalyst was first sized. Do not test a cold system - perform
measurements after the unit has reached thermal stability.
Catalyst Inlet Temperature Measurement

The EPA requires that catalyst inlet temperature is monitored and logged.
NOTICE: For compliance with EPA emissions standards, catalyst inlet temperature
cannot fall below 450°F or exceed 800° F.
Catalyst Measurements 8
Compression Systems
Measure catalyst inlet temperature using the 1” NPT measurement port located on the
side of the housing opposite the access door (see Figure 8 below).
“Access Door” Side of
Catalyst Housing
Catalyst Inlet Temperature

Measurement Port, 1” NPT
Figure 8: Catalyst Inlet Temperature Measurement Port
Using this port ensures that the thermowell will be positioned above one of the baffle
tubes in the muffler. At this location, the thermocouple will take the most accurate
temperature measurement, since this is one of the hottest locations in the silencer.
To further ensure that the thermowell tip is positioned above the baffle tube, use a
thermowell that is at least 12” long, and no more than 18” long.
Catalyst Pressure Drop Measurement

The EPA requires that the pressure drop across the catalyst is measured and logged
monthly.
NOTICE: The pressure drop across the catalyst cannot increase by more than 2
inches of water above the measurement taken during initial startup. The pressure
drop must be measured when the engine load is between 90% and 100%. The EPA
will accept load calculations performed using “eAjax,” the compressor
performance software for AJAX units. The eAjax software is free and can be
downloaded from www.aciservicesinc.com/ajax.
If the pressure drop does increase by more than 2 inches, the catalyst elements need to
be inspected and regenerated. To make the pressure drop measurement, we
recommend using the test equipment displayed in Figure 9 (on the following page), and
listed below Figure 10.
90° Elbow, 1/4” Tube x 1/4” MNPT

Ajax P/N 2507 4202
Kiene V-10 Indicator Valve
Teflon PTFE Tubing,

1/4” -410° to +500°F
Differential Pressure Gauge

Magnehelic Series 2000
Figure 9: Recommended Test Equipment for Measuring Pressure Drop
“Pre-Catalyst” Connection 90° Elbow

1/4” Tube X 1/8” MNPT
Ajax P/N 2507 4201
“Post-Catalyst” Connection
Figure 10: Magnehelic Pressure Gauge Rear View
• Magnehelic Series 2000 Differential Pressure Gauge - measures the differential pressure in
inches of water
Compression Systems
• Teflon PTFE Tubing, heavy wall, 1/4” O.D., 1/8” I.D. - connects the pressure gauge to the
Kiene indicator valves
• 90°Tubing Elbows, 1/4” Tube x 1/8” MNPT - Connects the Teflon tubes to the pressure gauge
• 90° Degree Tubing Elbows, 1/4” Tube x 1/4” MNPT - Connects the Teflon tubes to the Kiene
indicator valves
• Kiene V-10 Indicator Valves - Connects the pressure gauge to the 3/4” differential pressure
measurement ports on the catalytic converter
Connect the Kiene V-10 indicator valves to the pre- and post-catalyst 3/4” pressure
differential indicator ports on the catalytic converter housing (see Figure 11 below). The
Kiene valves connect to the Magnehelic differential pressure gauge by way of 1/4” Teflon
PTFE Tubing. See Figure 10 above for the proper pre- and post- catalyst connections on
the pressure gauge. Note that the pre- and post catalyst connections on the gauge are
1/8” NPT.
To connect the 1/4” x 1/4” tubing elbows to the Kiene indicators, you will need 2 Kiene
AX-34 valve adapters.
3/4” Pressure
Differential
Measurement Port
- Post-Catalyst
3/4” Pressure
Differential
Measurement Port
- Pre-Catalyst
3/4”Pre-Catalyst
Emissions
Sampling Port
Figure 11: 3/4” Pressure Measurement and Emissions Sampling Ports
Log Sheet
Below is a log sheet for recording the catalyst temperature and pressure measurements
required by the EPA.
Compression Systems
Warning Signs
Catalyst maintenance may be necessary if you see the following warning signs:
• unusual pressure drop across the catalyst

• emissions test failure
• emissions testing data revealing an upward trend. The following factors can contribute to
increases in emission levels:
- change in engine operating parameters (RPM/BHP, etc.)
- change in the engine fuel
- engine misfires. Misfires add fuel to the exhaust and cause temperature increases in
other engine cylinders
- engine modifications
- catalyst exposure to antifreeze or to harmful compounds such as lead, zinc, tin, copper,
sulfur, mercury, antimony, chromium, phosphorus, chlorinated hydrocarbons, and sil-
icone
Inspecting and Troubleshooting a Catalyst

After you remove a catalyst, inspect it for:
• soot in the housing, gasket, and on the face of the catalyst element; this soot is evidence that
some exhaust has bypassed the catalyst. To remove the soot, the catalyst can be vacuumed
or blown with dry, oil-free compressed air
• burned places on the face of the element, indicating excessively high exhaust temperatures,
or fuel/oil fires. Check and service an engine that has excess oil or fuel in the exhaust
Catalyst Regeneration
Catalyst regeneration, or catalyst washing, involves immersing the catalyst into solutions
of non-phosphate alkaline cleaners and acetic acid in order to restore the catalyst’s
effectiveness. Catalysts can be regenerated 2 to 3 times before they finally have to be
replaced. Regeneration is usually performed by a contractor or the catalyst
manufacturer, because using the wrong chemicals, or incorrect concentrations of proper
chemicals, can permanently damage the catalyst, and because the chemicals used in
regeneration have to be properly disposed of.
Data log a regenerated element as if it were new. After 2 to 3 cleanings, when you see
from emissions measurements that the conversion efficiency is below 58% (the EPA
limit), replace or regenerate the catalyst element.
Storing the Catalyst

Store catalysts in areas protected from rainwater, ice, lubricants, antifreeze, and other
chemicals. If catalyst have been exposed to any of the above, or if the catalysts appear
corroded, the catalysts may have to be regenerated or even replaced.
Warning Signs 13
Catalyst Spare Parts

ITEM DESCRIPTION AJAX PART NUMBER QUANTITY
Catalyst Element 6321 9753 1 per Power Cylinder
Catalyst Element Gasket 3018 0030 1 per Element
Access Door Gasket 3018 0010 25’
Relief Valve Gasket 2553 5009 1
Optional Spare Parts

ITEM DESCRIPTION AJAX PART NUMBER QUANTITY
Thermowell 2558 0155 1 (minimum)
Ajax Contact Information

Cameron
Compression Systems
2101 S.E. 18th Street
Oklahoma City, Ok 73129-8351
(405) 670-4121 (Ajax Marketing)
Optional Spare Parts 14

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AJAX® Engine-Compressor Package Service Manual

Section 1 – Supplementary Documentation

Section 2 – Package Drawings

Section 4 – Fuel System

Section 5 – Cooling System

Section 8 – Process Gas Equipment

Section 9 – Control Panel and Instrumentation

Section 10 – Lubrication System

Section 11 – IGTB RPM Control

Engine-Compressor Package Service Manual

Vendor Bulletin No.

Mathematical Conversion Tables ................................... Ajax

Lube Oil & Low Temp Starting

Recommendations .................................................... Ajax ES 1006

Trimming for Sour Gas Applications............................... Ajax ES 25

Installation of Sheave and Flywheel ............................... Ajax ESS-F-961

Flywheel Installation and Ignition Timing........................ Ajax ESS-F-963

Jet Cell Operation and Maintenance............................... Ajax ESS-L-981

Jet Cell System Installation..............................................Ajax ESS-L-983

General PM Schedule .................................................... Ajax TIB 020326

Component Wear Limits................................................. Ajax TIB 020718

% Load vs Engine Coolant Temperature........................ Ajax TIB 030910

Hydraulic Fuel Injection System Purging........................ Ajax TIB 031104

Lubrication Rates ........................................................... Ajax TIB 040910

Installation Design for Permanent Packages.................. Ajax TIB 061115

Engine Operating with Fuel Containing H2S................... Ajax TIB 050610

Torque Tables for Ajax Fasteners....................................Ajax TIB 061212

Engine-Compressor Package Service Manual

Warranties To Original Purchaser (Non-Transferable).

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

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

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

MATHEMATICAL CONVERSION TABLE

Liters Cubic Inches (in3) 61.023

T Newton Meters Foot Pounds (Ft-lb) 0.7376

F Standard Cubic Feet per Minute Cubic Meters/Hr (m/h) 1.70

MATHEMATICAL CONVERSION TABLE

Liters Cubic Inches (in3) 61.023

T Newton Meters Foot Pounds (Ft-lb) 0.7376

F Standard Cubic Feet per Minute Cubic Meters/Hr (m/h) 1.70

 .# / +,

7 2  # 

      

 1 +,  , # 

Engineering Sales &

Keyless Flywheel Installation and Ignition Timing

Page 1 of 4 Released: 6/8/99

Finding TDC and Timing Degree Marks

Page 2 of 4 Released: 6/8/99

Power Cylinder Horizontal

Page 3 of 4 Released: 6/8/99

Engineering Sales &

Setting Timing Of the Flywheel

2804 (DPC-800) Engines Only

Page 4 of 4 Released: 6/8/99

Date: July 13,1998

AJAX JET CELL OPERATION AND MAINTENANCE

JET CELL OPERATION

.# /+,

7 2 #

1 +,, #