11364-65 Ajax DPC-2802LE Enerflex O&M Manual Rev 0

GE Oil & Gas
Ajax® Compressor
Ajax DPC-2802 LE Operation & Maintenance Manual
Customer: Enerflex
End User: Enerflex
P.O. # EFX0000134
GE Oil & Gas
Contracts
Contract #: 11364
Model S/N Bore MWP/BMEP Ship Date
DPC-2802 LE 86782 15” 63
YK11G 16050 15” 400 03/31/2015
YKDC 16051 8” 1350
Contract #: 11365
Model S/N Bore MWP/BMEP Ship Date
DPC-2802 LE 86783 15” 63
YK11G 16052 15” 400 03/31/2015
YKDC 16053 8” 1350
Revision History
Rev No. Rev Description Date Revised By

0 Initial Release 04/09/2015 Prabhu
Table of Contents
Table of Contents
Table of Contents 5
Section 1: Introduction 13
Message from Cameron 15
Cameron Policies 15
Standards 15
Our Quality Policy 15
Warranties To Original Purchaser (Non-Transferable) 16
Prerequisites 17
Additional Information 18
Cameron Contact Information 18
Section 2: Safety Introduction 19
Safety Introduction 21
Compressor Maintenance 21
General Precautions 22
Danger Caution and Note Symbols 23
DANGER: 23
CAUTION: 23
NOTE: 23
Safety Decals 24
Danger, Caution and Note Decals: 24
Figure 2-1 Safety Decals 25
Figure 2-2 Safety Decals 26
Section 3: Warranty 27
Warranties to Original Purchaser (Non-Transferable) 29
Section 4: Basic Application 31
Basic Application 33
Figure 4-1: 2801 Engine Compressor 34
Engine Compressor 35
Figure 4-2: Engine Compressor Side View 36
Two-Cycle Principle of Operation 36
AJAX® 5
Table of Contents
Figure 4-3 Compression Stroke 37
Figure 4-4 Power Stroke 37
Figure 4-5 Scavenging 37
Section 5: General Data 39
General Data 41
General Specifications 41
Power and RPMs 42
Basic Specifications - Engine 42
Compressor Specifications 43
Section 6: Unit Installation 49
Overview 51
Installation Design 51
Setting a Portable Ajax Compressor 51
Figure 6-1 52
Figure 6-2 52
Figure 6-3 53
Installation of Sheave and Flywheel 53
Figure 6-4: Flywheel Cross Section 54
Table 6-1: Screw Tightening Torques, Sheave and Flywheel 54
Figure 6-5: Flywheel Tolerances 54
Field Connections 55
Fuel Gas Piping 55
Table 6-2: Fuel Gas Connection Sizes and Regular Part Number 55
Air Starting System 55
Table 6-3: Starter Motor Pressure Ratings and Part Numbers 56
Figure 6-6: Starter Motor Pressure Ratings 56
Figure 6-9: TDI Model T100 Air Starter Motor 58
Exhaust System Installation and Design 58
Exhaust Pipe and Mufflers 58
Table 6-4: Current Product Pipe Length 58
6 AJAX®
Table of Contents
Exhaust Temperature Shutdown Settings 58
Section 7: Unit Start-Up 59
Power Cylinder Pre Start-up Servicing 61
Compressor Cylinder Pre Start-up Servicing 61
Compressor Purging 63
Purging Procedure 63
Start-Up Procedure (with bypass) 63
Start-Up Procedure (without bypass) 66
Section 8: Lubrication System 67
General 69
Crankcase Lubrication System 69
Figure 8-1: Crankcase Oil Level Measurement 69
Figure 8-2: Crankcase Oil Level Controller 69
Crankcase Oil Maintenance 70
Crankcase Oil Capacity 70
Crankcase Drains 70
Scavenging Chamber Drains 70
Crosshead Guide Drains 70
Centralized Lubrication System 71
Force Feed Lubricators 71
Figure 8-3: Premier Two-Pump Lubricator Box 71
Figure 8-4 Ajax Divider Valve Lubrication System 72
Lubricator Pumps 72
Figure 8-5: Premier Model P-55U Lubricator Pump 73
Filter Element 73
Figure 8-6: 10 Micron Filter Element 73
No-Flow Switch 74
Divider Valves 74
Figure 8-7: SMX Divider Valve 74
Purging Air From the Lubrication System 74
Compressor Cylinder Lubrication Rates 75
Table 8-5: Lubrication Rates - Ajax Compressor Cylinders 76
AJAX® 7
Table of Contents
Table 8-6: SMX Sizing Numbers 77
Lubricating Oil Recommendations for Ajax Engine-Compressors 77
General 77
Qualm and Performance 77
General Specification 77
Table 8-7: Physical Properties of Recommended Oil 77
Figure 8-8: Oil Selection for Ambient Temperature 78
Low Temperature Operation Procedures 78
Table 8-8: Low Overnight Temperature Starting Chart 79
Power Cylinder Lubrication Rates 79
Table 8-1: Lubrication Rates - DPC-2201 & LE 80
Table 8:2 Lubrication Rates - DPC-2202 & LE 80
Section 9: Fuel System 81
Fuel System 83
Figure 9-1: Plunger Pumps, Control Box, Governor, and Injection Valves 83
Figure 9-2: 1/4" and 3/8" Tube Lines 84
Operation of the System 84
Figure 9-3: Fuel Injection System Diagram Components 85
Hydraulic Fluid 86
Fluid supply Tank 86
Pump Assembly 86
Figure 9-4 Fuel Gas Piping 87
Gas Injection Timing Instructions 87
Checking the gas injection timing on the DPC-2802LE engine 88
Figure 9-5: Fuel Cam TIming Diagram 88
Figure 9-6: Setting the Fuel Cam Timing 88
Figure 9-7 89
Figure 9-8: Marked Keyway Locations 89
Flow Control Valve 90
Injection Valve Assembly 90
8 AJAX®
Table of Contents
Ajax Jet Cell Operation and Maintenance 91
Jet Cell Operation 91
Figure 9-9: Ignitor Assemblies on a 2802LE Engine-Compressor 91
Figure 9-10: Ignitor Assembly Cross-Section 92
Figure 9-11: Pilot Fuel Headers 93
Ignition Timing 93
Maintenance 93
Spark Plugs 93
Fuel Admission Check Valves 94
Figure 9-12: Check Valve Parts 94
Figure 9-13: Jet Cell Fuel Porting 94
Hydraulic Fuel Injection System 95
A potential fire hazard exists on Ajax engines with hydraulic fuel injection: 95
Figure 9-14 Bleed Valve Assembly 96
Figure 9-15 Bleed Valve Assembly 96
"Top Purge Conversion Kit" (one per Gas Injection Valve) 97
P/N: SPEC 7456-S (Steel valve & Fittings) 97
P/N: SPEC 7456-SS (SS valve & Fittings) 97
Engine Operation with Fuel Containing ELS (Hydrogen Sulfide) 97
Background: 97
Required Criteria vs. Fuel H2S (% volume) 98
Section 10: Cooling System 99
Cooling System 101
Compressor Cylinder Cooling 102
Precautions 102
Belt Tensioning Procedure - Goulds Pump 103
Figure 10-1: Belt Tensioning Procedure - Goulds Pump 103
Figure 10-2: Belt Tensioning Procedure - Goulds Pump 104
Belt Tensioning Procedure 104
Belt Tensioning Procedure - Peerless Pump 104
Figure 10-3: Belt Tensioning Procedure - Peerless Pump 105
Figure 10-4: Belt Tensioning Procedure - Peerless Pump 105
AJAX® 9
Table of Contents
Belt Tensioning Procedure 105
Section 11: Power Cylinder Assembly 107
Power Cylinder Assembly 109
Power Cylinder Wear 109
Combustion of Air Intake Check Valves 109
Piston and Piston Rings, Power End 109
Figure 11-1: Engine Piston Ring Tapered Face 110
Engine Piston Rod Stuffing Box 111
Packing ring installation 111
Figure 11-2 Packing ring installation 112
Compressor piston rod stuffing box 112
Figure 11-3 Packing ring installation 112
Ajax Low Emissions Retrofit Conversions - Assembly Procedure 112
Ajax Power Cylinder Balancing 112
Ajax Low Emissions Retrofit Conversions, 13-1/4 inch and 15 inch Bores - Assembly Procedure 113
Piston and Head Installation 113
Figure 11-4: Piston to Head Striking Clearance 114
Gas Cam Timing 114
Ignition Timing 114
Igniter Assembly Installation. 114
Figure 11-5: Igniter Assembly 115
Spark Plugs 115
Gas Injection Valves 116
Miscellaneous 116
Section 12: Compressor Cylinder Assembly 117
Performance 119
Clearance Adjustment - Compressor 119
Performance Curves - Compressor 119
Single Acting Operation 119
Hydrogen Sulfide Gas 119
Compressor Cylinder Bodies 120
Slip Liners 120
10 AJAX®
Table of Contents
Shrink Liners 120
Compressor Pistons 121
Compressor Piston Rings 121
Table 12-1: Piston Ring Clearance 121
Compressor Piston Rods 121
Compressor Pressure Packing 121
Compressor Valves 122
Compressor Cylinder and Pressure Packing Lubrication 123
Compressor Lubrication 123
Packing Lubrication Quantities 124
Fire Resistant Lubricants 125
Additional Comments and General Information 125
Section 13: Ignition 127
Ignition 129
Altronic Ignition - Description 129
Figure 13-1: Altronic Ignition System 129
Figure 13-2: Altronic Ignition System Wiring 130
Keyless Flywheel Installation and Ignition Timing 130
Installation 130
Figure 13-3: Flywheel Cross-Section 131
Finding TDC and Timing Degree Marks: 132
Figure 13-4: End of Crankshaft 133
Figure 13-5: Timing Degree Mark Below Horizontal 133
Setting Timing of the Flywheel 133
Section 14: IGTB Governor 135
General 137
IGTB Governor 137
Figure 14-1 IGTB Governor 137
Table 14-1 137
Problem Diagnostics 138
Section 15: Servicing for Extended Periods of Storage 141
Servicing for Extended Storage 143
AJAX® 11
Table of Contents
Preparing For Extended Storage 143
Servicing After Extended Periods In Storage 144
Section 16: Preventive Maintenance 147
Preventive Maintenance 149
Suggestions for a Preventive Maintenance Program 149
Section 17: Appendix A - Engineering Bulletins 153
TIB 031104- Hydraulic Fuel Injection System Purging 155
TIB 030910 - Warm up and Loading of Cold Engines 155
TIB 061010 - Catalytic Converter IOM 155
12 AJAX®
Section 1: Introduction
Section 1: Introduction
AJAX® 13
Message from Cameron
Thank you, for purchasing Cameron equipment! This Service Manual contains safety, operating and basic
maintenance instructions for the AJAX series compressor frames
Cameron is committed to continuous improvements and design advancements. Because of this commitment,
changes may occur in your compressor frame that may not appear in this instruction manual. Photographs or illus-
trations in this manual show details or options may not appear on your compressor frame. Guards, covers or other pro-
tective mechanisms may have been removed for explanatory purposes. Any time a question arises concerning your
compressor or this instruction manual, please contact Cameron for the latest available information.
It is very important that personnel associated with operation maintenance of the CFA series compressor read this man-
ual and support documentation. Keep this manual with related literature and compressor information. Store it so it is
easily found by maintenance or service personnel. It is also important that users carefully study the safety information
provided in Section 2. Always use good safety practices at all times to prevent injury to personnel or damage to equip-
ment.
THIS MANUAL CONTAINS CONFIDENTIAL AND PROPRIETARY INFORMATION FROM CAMERON. THIS
MANUAL IS GIVEN TO USERS FOR THE PURPOSE OF PROVIDING INFORMATION TO FACILITATE USE
AND MAINTENANCE OF CFA SERIES COMPRESSOR FRAMES PURCHASED FROM CAMERON. BY
RECEIVING THIS DOCUMENT, YOU AGREE NOT TO USE SUCH CONFIDENTIAL INFORMATION FOR
ANY PURPOSE OTHER THAN PURPOSE STATED HEREIN AND FUTHER AGREE NOT TO DISCLOSE
SUCH INFORMATION TO OTHERS EXCEPT IN ACCORDANCE WITH THE PURPOSE STATED HEREIN.
All specifications and ratings are subject to change without notice. AJAX is a trademark of Cameron Corporation.
Cameron Policies
Standards
Cameron has developed several standards for our compressor addressing cooling water quality, lubrication, and pack-
aging. Cameron recommends that users of AJAX compressors understand and follow these standards to get the best
performance possible from the equipment. Cameron also recommends that oil and gas production service packagers
follow the guidelines for prime movers described in the American Petroleum Institute’s Specification for Packaged
Reciprocating Compressors for Oil and Gas Production Services (IS013631). American Petroleum Institute web
address; http://www.api.org will default you to http://www.global.ihs.com. You can call 1-800-854-7179 ext. 7969 for
copies of IS0 13631.
Our Quality Policy
All Cameron employees will work to understand and to meet or exceed our customer’s expectations. Customers
include purchasers of goods and services, co-workers, other departments and suppliers. All employees will correctly
and efficiently perform their respective functions in accordance with established requirements, and identify needed
changes. Providing goods, services and communications with ever-increasing quality and value for our customers is a
continuous business process in our company.
AJAX® 15
Warranties To Original Purchaser (Non-Transferable)
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 war-
ranty period shall extend for 12 months from date of start-up, but shall not exceed 18 months from date of ship-
ment 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 pre-
clude 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, instal-
lation, repairs or modifications not made by the Seller, or as a result of removal, improper use, or mis-
application 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 Equip-
ment 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 per-
formance guarantee. Any performance characteristics indicated herein which are not expressly stated as guar-
antees are expected, "but not guaranteed". When factory testing is conducted for measuring and performance
guarantee of the Equipment purchased, then certified test results verifying any such guarantees shall be con-
sidered 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 Pur-
chaser, at his expense, within thirty (30) days from the date of initial start-up of the Equipment, and in accord-
ance 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 reim-
burse 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 com-
mencement 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
16 AJAX®
quotation insofar as said law and regulations may pertain to the physical characteristics of the Equipment "pro-
vided 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 Equip-
ment, when put into operation, since such noise levels will be influenced by and dependent upon the envi-
ronment 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 Pur-
chaser. 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 man-
ufacturers 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 INCI-
DENTAL 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 OR OTHER-
WISE". "ANY ACTION FOR BREACH OF CONTRACT HEREUNDER MUST BE COMMENCED WITHIN
ONE YEAR AFTER THE CAUSE OF ACTION HAS ACCRUED".
Prerequisites
Personnel using this manual should be familiar with compressor systems, standard mechanical service tools, and
compressor terminology. Service personnel should have adequate experience in good maintenance and trou-
bleshooting techniques. CCS recommends that all personnel using this manual should complete Cameron’s AJAX
Reciprocating Compressor Training. Training includes the following:
• Frame, crosshead guide, and lubrication systems
• Compressor details including: rings, rider bands, pressure packings, valves, and unloaders
• Support systems to include: Coolers, water pumps, and control systems
AJAX® 17
Additional Information
• Description of installation, inspection, and set up procedures for rod run out, web deflection, coupling alignment
• Description of recommended operational procedures include: startup, normal & emergency shutdown and com-
pressor performance control
• Description and application of recommended maintenance: maintenance, critical repairs, and troubleshooting
For training, contact the Cameron’s Learning Center by phone: 713-354-4062 or
by email: Rick.Ykema@c-a-m.com
Additional Information
Unrestricted copies of Service Bulletins are available at the Cameron web site. You must have
Adobe® Acrobat® Reader (version 6.0 or later) to view the bulletins.
Cameron Contact Information

For parts and customer service, contact by phone: 1-877-300-2550.
18 AJAX®
Section 2: Safety Introduction
Section 2: Safety Introduction
AJAX® 19
Safety Introduction
These safety instructions and procedures 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 pre-
cautions to be taken. Good judgement and careful safety practices should always be used.
Do not operate or attempt to repair this equipment unless you have had the proper training approved by
Ajax Division, Cooper Compression. For training information, contact Cameron’s Learning Center by
phone: 713-354-4062 or by email: Rick.Ykema@c-a-m.com.
Compressor Maintenance
1. Shut down the compressor first, then prevent it from being started before the work is done.(see ENGINE MAIN-
TENANCE 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.
i NOTE
After maintenance work is done, some adjustments
may need to be done with the engine running. Stay
clear of moving parts and follow instruction manual
procedures as required.
2. Before attempting any maintenance or repair on the compressor, vent all gas pressure from the cylinders, pip-
ing, 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. Atmos-
pheric 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 COM-
PONENTS SUCH AS VALVES, VALVE CAPS, OR CYLINDER HEADS. Vent unloader control pressure line
by loosening control line tubing fitting.
i NOTE
Unloader control pressure is typically not shown on
gauges.
3. IF POISONOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL PLANT SAFETY
PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY GAS EQUIPMENT OR PIPING TO
AVOID INJURY OR DEATH DUE TO INHALATION OF SUCH SUBSTANCES.
4. Regularly check around compressor and piping gaskets and joints for leaks which could result in a fire or an
explosion.
5. Test 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).
AJAX® 21
General Precautions
6. Check all safety shutdown devices (low oil pressure, high and low gas pressures, vibration, etc.,) per the sched-
ule in the maintenance section of this manual.
7. Remove electrical lockout function if motor driven when maintenance is completed and REMOVE MANUAL
BARRING DEVICE, if used during maintenance, before starting unit.
8. Before replacing any studs, measure stud height from machined surface and position replacement stud to the
same height.
General Precautions
1. Follow all safety rules and operating procedures put in place by the company that owns and operates this equip-
ment.
2. Read and understand the instruction manual prior to operating this equipment to become familiar with the
safety, design, and operating features.
3. Always wear safety glasses or goggles, steel-toe safety shoes, and hearing protection. (Other equipment may
be required by the equipment owner).
4. Do not wear loose fitting clothing, neckties, scarves, watches, rings, etc., near operating equipment as they
can be caught in the moving machinery. Keep long hair tied back.
5. Locate 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.
6. Do not open cooling or lubrication systems when engine or compressor is hot, as steam or hot liquids can be
released, which can cause severe burns. Be aware that some surfaces can remain hot for several hours after
the unit has been shutdown.
7. When draining the coolant and lubricants, prevent contamination of the environment by the equipment fluids.
Refer to the equipment owner’s material safety data sheets for additional information. (Remember: Anti-
freeze/Glycol solutions, as well as most lubricants, are flammable).
8. Keep the area around the unit clean and orderly with ample space to walk safely around the unit. Clean up spills
and leaks quickly to prevent accidents caused by slipping and falling.
9. Use only non-flammable, non-toxic cleaning solvents. NEVER USE GASOLINE OR OTHER FLAMMABLE
PRODUCTS FOR CLEANING PURPOSES. REFER TO EQUIPMENT OWNER’S MATERIAL SAFETY
DATA SHEETS FOR EACH CLEANING PRODUCT FOR ADDITIONAL PRECAUTIONS.
10. Use fans, blowers, etc., during maintenance and clean-up work in enclosed areas to remove fumes from clean-
ing solvents and vented gases.
11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Always stand on stable
surfaces when working on this equipment.
12. Before starting any equipment, make sure all nearby personnel are aware of the start up and are clear of the
equipment.
22 AJAX®
13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or particles can penetrate
skin. Use cardboard or a similar material to check for leaks.
Danger Caution and Note Symbols

DANGER:
A DANGER indicates that if the specified precaution is not heeded, there is a substantial risk of serious injury death
along with damage to property. A DANGER may appear as follows:
DANGER
The ignition system produces extremely high volt-
age. Do not touch high tension terminals when the
engine is operating.
CAUTION:
A CAUTION 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 mak-
ing repairs.
NOTE:
A NOTICE indicates an essential operating procedure or condition which must be highlighted. A NOTICE may appear
as follows:
i NOTE
When changing the engine lubricating oil, also
change the filters.
Some general precautions are listed in the following pages. Make sure that all personnel read these precautions and
adhere to them.
DANGER
All of the general, engine, and compressor pre-
cautions that follow are interpreted as having a cau-
tion or danger status.
AJAX® 23
Safety Decals
Safety Decals
Danger, Caution and Note Decals:
DANGER
Warning, Caution and Notice decals must be visible,
readable, and attached to the unit. Any tags removed
during repair work must be replace, as well as tags
that have been damaged or worn. Failure to do so
could result in injury or death.
Danger, Caution, and Notice decals will be placed so that they are visible to the operator while the engine is running.
The Ajax 2804LE units have the following decals:
24 AJAX®
Figure 2-1 Safety Decals
AJAX® 25
Safety Decals
Figure 2-2 Safety Decals
26 AJAX®
Section 3: Warranty
Section 3: Warranty
AJAX® 27
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 war-
ranty period shall extend for 12 months from date of start-up, but shall not exceed 18 months from date of ship-
ment 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:
l 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.
l Should the Equipment or parts thereof be deter-mined 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.
l Notwithstanding the foregoing, the Seller shall have no obligation as a result of improper stor-age, instal-
lation, repairs or modifications not made by the Seller, or as a result of removal, improper use, or mis-
application of the Equipment after it has been delivered to the purchaser.
l Purchaser shall pay freight charges in connection with the return or replacement of the defective Equip-
ment 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 per-
formance guarantee. Any performance characteristics indicated herein which are not expressly stated as guar-
antees 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 con-
sidered 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 Pur-
chaser, at this expense, within thirty (30) days from the date of initial start-up of the Equipment, and in accord-
ance 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 reim-
burse 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 com-
mencement 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 man-
ufacture, 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
AJAX® 29
Warranties to Original Purchaser (Non-Transferable)
“provided however”, the Seller does not warrant such compliance with respect to the noise level of said Equip-
ment 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 Sel-
ler’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 Pur-
chaser. 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 man-
ufacturers 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 PUR-
CHASER 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 INCI-
DENTAL 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 OTHER-
WISE.” “ANY ACTION FOR BREACH OF CONTRACT HEREUNDER MUST BE COMMENCED WITHIN
ONE YEAR AFTER THE CAUSE OF ACTION HAS ACCRUED.:”
30 AJAX®
Section 4: Basic Application
Section 4: Basic Application
AJAX® 31
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 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
horsepower unit to the anticipated condition of loading.
The power than any piston scavenged 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.
AJAX® 33
Basic Application
Figure 4-1: 2801 Engine Compressor
34 AJAX®
Engine Compressor
The heavy duty cast iron bed is mounted on a sturdy structural steel skid. The integral one piece forged steel crank-
shaft 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 bear-
ings 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.
The engine pistons are made of cast iron, while the compressor pistons may be either cast iron or aluminum, depend-
ing 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.
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 mix-
ture and consistently ignited, as compared to a conventional spark plug ignition of a lean mixture. In addition, the jet
cells are applied to units to improve combustion stability and improve fuel consumption when operating at variable
speeds and reduced torque. (see Section 8.)
The compressor cylinders may be either cast iron or forged steel, depending on the pressure requirements of the appli-
cation.
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 lubri-
cated through a pressurized force feed system. A manual pre-lube system provides lubrication to the main bearings
and crossheads prior to start-up.
Power and compressor piston rods pass through stuffing boxes containing oil wiper packing, so the crankcase is iso-
lated from the by-products of the power and compressor cylinders.
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 fly-
wheel 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. Figures 4-1 show views typical of the Ajax
Integral Gas Engine Compressor Unit.
AJAX® 35
Two-Cycle Principle of Operation
Figure 4-2: Engine Compressor Side View
Two-Cycle Principle of Operation

The two stroke cycle has one working stroke of the piston for each revolution of the crankshaft. Compression, firing,
expansion, exhaust, and scavenging take place in that order, and because these events are completed in two strokes
of the piston, this is called the two-cycle design. 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 cyl-
inder 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.
Figures 4-3 illustrate 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. Figure 4-5 shows the scavenging proc-
ess which takes place while exhaust and intake ports are uncovered at he conclusion of the power stroke.
36 AJAX®
Figure 4-3 Compression Stroke
Figure 4-4 Power Stroke
Figure 4-5 Scavenging
AJAX® 37
Section 5: General Data
Section 5: General Data
AJAX® 39
General Data
This chapter provides General Specifications and Data of Ajax Units, including:
l Power and RPM's
l Engine Specifications
l Compressor Specifications
l Estimated Weights and Dimensions
l Engine Component Dimensional and Clearance Data
l Torque Table for Critical Ajax Fasteners
l General Torque Table for Fasteners
General Specifications
1. Manufacturer and Packager Cooper Compression - Ajax Division
2. Model Ajax 2800 Series
3. Type Naturally aspirated, slow speed, 2-stroke cycle, integral gas engine-compres-sor
4. Engine Standard DEMA
5. Compressor Standard API 11P (Refer to Ajax comments and Exceptions to API 11P)
6. Expected Site Loading 100% of Maximum Continuous
7. Expected Site RPM 440 to 265 (100% of maximum, to minimum)
8. Expected Site Availability 98%
9. Factory Re- Building No
10. Site Overhaul Time 40,000+ Hours
11. Expected Life 25-40 Years
AJAX® 41
Power and RPMs
Power and RPMs

Rate Power (2201 & LE) 148 HP, 100° F and less than 1500° F
Rate Power (2802 No-LE) 422 HP, 100° F and less than 1500° F
Rate Power (2802LE) 384 HP, 100° F and less than 1500° F
Rated Speed/Overspeed (RPM) 440/475
Speed Range(RPM) 265-440
Minimum Loading Speed 70%
Minimum Loading Torque 50%
Minimum Brake Horsepower (2201) 104
Rated BMEP(2201 & LE) 60.38
BMEP Minimum (PSI) 31
Speed at 70% of Maximum (RPM) 308
Basic Specifications - Engine

2-Stroke, Horizontal,Naturally Aspirated, Directional
Type
Port Scaven ged, Gas Injected, Natural Gas Fueled
No. of Power Cylinders (2201,2801) 1
No. of Power Cylinders (2202,2802) 2
Power Cylinder Bore, 2201, 2202 (inches) 13.25"
Power Cylinder Stroke, 2201, 2202 (inches) 16"
Power Cylinder Bore, 2801, 2802 (inches) 15"
Power Cylinder Stroke, 2801, 2802 (inches) 16"
Cylinder Displacement (cubic inches)2201 2,206
2202 4,412
2801 2,827
2802 5,654
Integrated Governor Throttle Body IGTB), hydraulic
Fuel Gas System
gas injection
Speed Control Manual (Standard)
Exhaust Temperature Monitor Yes, Individual Cylinder
Exhaust Temperature at Full Load (2801LE and 2802LE) 7000F - 7500F
10-12% Above Normal Exhaust Temp (see "Exhaust
Exhaust Temperature Shutdown
System" in Section 5)
Cylinder Differential Temperature 20
Crankshaft Rotation (Facing Flywheel) Clockwise
42 AJAX®
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 (2201,2801) 30,000 lbs
Maximum Allowable Rod Load (2202,2802) 33,000 lbs
Speed Governing IGTB Woodward - Ajax Electronic 24VDC Governor
Ignition System Altronic I (Standard)
Instrument Panel (Standard) Murphy Solid State Digital Electronic Devices
Air Cooler Fin Fan Type, Belt Driven From Crankshaft
Table 5-1 Estimated Weighs & Dimensions

L (in) W(in) H(in) Weight (lbs)
Main Skid 315 295 156 110,500
Cooler Skid INCL INCL INCL INCL
Table 5-2 Engine Component Dimensional & Clearance Data

As New Limits
Item Max. Acceptable (inches)
(inches)
15” Cylinder Bore 14.997 - 15.001 Up to 15.013, 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
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.
Conn Rod Pin Bushing I.D. 5.5044 - 5.5069 Up to 5.509
Conn Rod Side Clearance .010 - .026 Up to .029
Crosshead Pin O.D. 5.4995 - 5.5000 Down to 5.4985 Max .001 TIR
Crosshead-to-Pin Clearance .0044 - .0074 Up to .0085
Conn Rod Bearing Bore 7.503 - 7.505 Up to 7.507 Max .001 TIR
Crank Pin O.D. 7.499 - 7.500 Down to 7.4975 Max .0015 TIR
Crank Pin-to-Bearing I.D. Clearance .0044 - .006 Up to .0075
AJAX® 43
As New Limits
Item Max. Acceptable (inches)
(inches)
Main Bearing Journal O.D. 8.374 - 8.375 Down to 8.3725
Main Bearing I.D. 8.3796 - 8.3816 Up to 8.3831 Max .002 TIR
Main Journal-to- Bearing I.D. .0046 - .0076 Up to .0091
Main Bearing Thrust .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 Clearance .002 - .005 Up to .007
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 Twins .004 - .007 Up to .0084
Table 5-3 Compressor Component Dimensional and Clearance Data

Item As New Limits (inches) Max. Acceptable (inches)
Cylinder Bore ** **
Piston Rings & Riders ** **
Piston-to-Cylinder Clearance ** **
Piston Rod, 21/2 2.497 -2.500 2.495
Piston Rod, 21/4 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
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
** contact the Technical Support Department at Ajax.
Table 5-4 Torque Table for Critical Ajax Fasteners

Type of Fas- Type of Unit (Reference Torque (lb-ft) (Note #2 or other
Fastener Location
tener Note #1) indicator)
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
44 AJAX®
Type of Fas- Type of Unit (Reference Torque (lb-ft) (Note #2 or other
Fastener Location
tener Note #1) indicator)
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 4 = 2804
2 = 2202 & 2802 P = Power Side
3 = 2803 C = Compressor
AJAX® 45
Note #2: Torques are based on the use of Lubriplate
Table 5-5 General Torque Table for Fasteners (for use when a specific torque is not specified)
Fastener Size: By Number or Torque (lb-ft) With Torque (lb-ft) Without Lock-
Threads Per Inch
Thread Dia. Lockwasher washer
#8 32 2 2.5
#8 36 2 2.5
#10 24 3 3.7
#10 32 3 3.7
20 5 6
1/4”
28 6 7.5
18 10 12
5/16”
24 11 13
16 17 20
3/8”
24 18 21
14 28 34
7/16”
20 30 36
13 43 53
1/2”
20 50 60
12 62 75
9/16”
18 71 85
11 85 103
5/8”
18 100 120
10 155 190
3/4”
16 190 225
9 250 310
7/8”
14 280 340
8 340 415
1” 12 385 460
14 400 475
7 450 550
1-1/8” 8 475 575
12 525 625
7 660 795
1-1/4” 8 690 830
12 760 895
6 870 1020
1-3/8” 8 940 1090
12 1000 1150
6 1150 1370
1-1/2” 8 1220 1440
12 1310 1530
46 AJAX®
Fastener Size: By Number or Torque (lb-ft) With Torque (lb-ft) Without Lock-
Threads Per Inch
Thread Dia. Lockwasher washer
6 1430 1690
1-5/8” 8 1510 1770
12 1610 1870
8 1920 2260
1-3/4” 10 1990 2330
12 2050 2400
Qualifying Notes:
l Torque values are for Grade 5 fasteners.
l Values are Based on the use of Lubriplate.
l 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).
AJAX® 47
Section 6: Unit Installation
Section 6: Unit Installation
AJAX® 49
Overview
This chapter provides instructions on setting and installing an Ajax DPC-2801/ 2802 integral engine-compressor. Top-
ics in this chapter include:
l Installation Design
l Setting a Portable Ajax Compressor
l Sheave and Flywheel Installation
l Field Connections (Fuel Gas System/Start System)
l 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).
i NOTE
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.
Installation of units inside buildings should be designed to allow for the passage of hot air from the coolers to the out-
side 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 (see “Exhaust System” in Section 5) Muffler type and size are
also critical to good operation, and recommendations have been established for this equipment.
Locate the instrument panel so that it is convenient to the controls of the unit.
Setting a Portable Ajax Compressor

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 6-1. 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.
AJAX® 51
Setting a Portable Ajax Compressor
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.
Figure 6-1
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 Fig-
ure 6-2.
Figure 6-2
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 6-3) IS NOT RECOMMENDED. The sand can
easily was or migrate away from beneath the compressor.
52 AJAX®
Figure 6-3
Installation of Sheave and Flywheel

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
l 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.
l 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.
l Slide Half Shrink Disk (collar and inner ring) over hub projection and push is to required position. The hub out-
side diameter may be greased.
i NOTE
When retrofitting ringfeder on a keyed shaft, ensure
inner ring split is 180◦ from shaft keyway
l Put the locking screws with hardened washers through the web clearance holes and screw them into the cor-
responding collar holes, finger tight.See Figure 6-4.
AJAX® 53
Installation of Sheave and Flywheel
Figure 6-4: Flywheel Cross Section
l Slide hub over shaft to desired position.
l Take any 3 or 4 locking screws equally spaced and snug them up to establish a parallel or perpendicular posi-
tion 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.
l Using a torque wrench, tighten all locking screws gradually (no more than1/2 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.
Table 6-1: 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
l Check and make sure that no screw will turn any more by applying specified tightening torque (see Table 6-1).
Only then is the installation completed.
l After final tightening of screws, check flywheel run-out. See Figure 6-5 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 run out is within tolerance.
Figure 6-5: Flywheel Tolerances
54 AJAX®
Removal
1. Gradually release locking screws all the way around. Initially each screw should be released about a quarter of
a turn only. Thus tilting and jamming of the collar will be avoided.
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.
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 6-2 below.
i NOTE
The recommended sizing and hook-up should be
strictly followed as any deviation from these stand-
ards can greatly impair engine performance
Particular attention should be given to orifice sizing and spring selection in the regulator to insure maintenance of cor-
rect fuel pressure to the engine.
Table 6-2: Fuel Gas Connection Sizes and Regular Part Number
Fisher Regulator Size and Model Number 2” - 627
Fisher Regulator Part Number (Ajax) 20406430
(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).
The starter motor is equipped with a starter drive, which engages with a gear on the flywheel to start the unit (see Fig-
ure 6-9 below).
Air Starting System

A TDI Model T100 TURBOTWIN air startermotor is standard on all DPC-2800 series engine-compressors. The TUR-
BOTWIN starters are powered either with compressed air or natural gas (and “sour” natural gas as well). Small
AJAX® 55
Air Starting System
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 pres-
sure motors, and 150 psig for high pressure (standard) motors. Table 6-3 below lists both the manufacturer and the
Ajax part numbers for the three different types of starter motors.
Table 6-3: Starter Motor Pressure Ratings and Part Numbers
Max Inlet Pressure Rating (psig) TURBOTWIN Starting Motor Part Number (Ajax)
60 BM-11679-S-1
90 BM-11679-Q-1
150 BM-11679-R-1
Figure 6-6: Starter Motor Pressure Ratings
56 AJAX®
AJAX® 57
Exhaust System Installation and Design
Figure 6-9: 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:
l The full length of the exhaust pipe must be the same pipe size as the flange on the exhaust manifold.
l Use as few elbows as possible, preferably no more than two, and always use long radius elbows.
l Mufflers should be installed at the end of the recommended length of exhaust pipe.
Table 6-4: 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 nor-
mal 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.
58 AJAX®
Section 7: Unit Start-Up
Section 7: Unit Start-Up
AJAX® 59
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.
i NOTE
Refer to Section 4, table 7 - Engine Component
Dimensional & Clearance Data, for cross-head clear-
ance 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.
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.
Compressor Cylinder Pre Start-up Servicing
DANGER
MAKE SURE ALL PRESSURE IS RELIEVED
FROM THE CYLINDER BEFORE REMOVING
ANY PART
DANGER
AJAX ENGINE-COMPRESSOR UNITS CONTAIN
AJAX® 61
Compressor Cylinder Pre Start-up Servicing
DANGER
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 MAIN-
TENANCE 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).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 dis-
charge 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 hasbeen 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 installedproperly 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. Con-
sult unit performance curve and make clearance adjustments to compressor cylinders based on existing oper-
ating 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.
62 AJAX®
Compressor Purging
i NOTE
Purging should be done every time any part of the
process gas system has been opened to the atmos-
phere, i.e. blow down valve, compressor valve caps.
After any of the following events, the below purging procedure must be used:
l initial installation
l valve cap removal
l scrubber maintenance
l process piping removal
l 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.
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 mech-
nical 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.
AJAX® 63
Start-Up Procedure (with bypass)
i NOTE
In cold weather, follow the procedures described in
ES-1006 in addition to the procedureslisted here
2. Check to see that the fuel shutoff valve has closed and properly vented upon shutdown.
DANGER
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, push the stop button on the annunciator panel to disarm the ignition, and vent
the compressor cylinders to atmospheric pressure. The unit can now be manually barred over or cranked with
thestartermotor to purge the intake air and exhaust systems.
DANGER
FAILURE TO VENT THE COMPRESSOR CYL-
INDERS BEFORE ATTEMPTING TO START THE
UNIT COULD RESULT IN DAMAGE TO EQUIP-
MENT AND INJURY OR DEATH TO PER-
SONNEL.
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 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).
64 AJAX®
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 annun-
ciator should read 00. If it doesnot, 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 pre-lube the lubricator pump to clear the “no flow” function.
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.
i NOTE
If the unit fails to start on the first attempt, wait two
(2)minutesbefore a restart attempt, roll the unit over
atleast five seconds with the starter before opening
the manual
16. Open fuel to ignitors (LE units only).
i NOTE
LE Engines are equipped with a Fisher safetyshutoff
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.
DANGER
NEVER LEAVE THE COMPRESSOR SITE WITH
THE LOCKNUT 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.
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 posi-
tioned correctly once the unit is running and that operating pressures are as intended for the unit.
AJAX® 65
Start-Up Procedure (without bypass)
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.
66 AJAX®
Section 8: Lubrication System
Section 8: Lubrication System
AJAX® 67
General
The Ajax lubrication system is a combination of splash, flood, and force feed. The splash system in the crankcase pro-
vides 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 lubri-
cator 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 8-1 below). The crankshaft should be rotated so
that at least one throw is in the oil when taking this measurement.
Figure 8-1: Crankcase Oil Level Measurement
A crankcase oil level controller (Murphy LM301) is furnished as standard equipment (see Figure 8-2 below). This con-
troller 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 8-2: 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
AJAX® 69
Crankcase Oil Maintenance
the crankcase. The running level is marked with a green and white stripes (see Figure 8-2 above). Set the level con-
troller’s safety shutdown while the engine is running (the p/n of the oil level controller is BM-21072).
Crankcase Oil Maintenance

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 impuri-
ties 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.Record the amount of oil collected per cylinder. Unu-
sual amounts of oil indicate excessive cylinder lubrication rates, or worn wiper packing.
DANGER
DO NOT OPEN SCAVENGING CHAMBER
DRAINS WHILE THE ENGINE IS RUNNING.
UNSTABLE COMBUSTION AND RPM CONTROL
MAY RESULT
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.
70 AJAX®
Centralized Lubrication System
Lubricating Oil is distributed to lube points on the power and compressor cylinders through a centralized lubrication sys-
tem.
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 8-3 below).
Figure 8-3: 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 con-
tinuously analyzes (See Figures 8-4 below)
AJAX® 71
Centralized Lubrication System
Figure 8-4 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 8-5 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):
l .010 in3 (3/16” plunger)
l .018 in3 (1/4” plunger)
l .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.
72 AJAX®
Figure 8-5: Premier Model P-55U Lubricator Pump
Flow Rate Adjustment: to adjust the flow rate of the pumps:
1. Loosen the lock nut on the flushing unit
2. Turn the flushing unit counter-clockwise to increase flow
3. Turn the flushing unit clockwise to decrease flow
4. 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 8-6 below).
Figure 8-6: 10 Micron Filter Element
The filter element can be removed and cleaned and then reinstalled.
i NOTE
All in-line filter elements should be checked on a reg-
ular basis as part of your preventive maintenance pro-
gram. A dirty or clogged filter element will affect the
performance of your lubrication system
AJAX® 73
Purging Air From the Lubrication System
No-Flow Switch
This switch reacts to no-flow conditions in the system. If any condition occurs prevents the flow of oil through the sys-
tem, 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.
Figure 8-7: SMX Divider Valve
i NOTE
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:
l before initial start-up
l after extended shutdown
l after cylinder lube system shutdown or blown rupture disc
74 AJAX®
l after performing any lube system maintenance
i NOTE
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.
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.
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 engi-
neering standard ES-1006. Rates listed are based on MWP and maximum bore size and include the rod packing’s
requirements.
AJAX® 75
Compressor Cylinder Lubrication Rates
Table 8-5: Lubrication Rates - Ajax Compressor Cylinders

Cylinder MWP (P Bore Total Lube Rate Pints/Day @ 440 Total Lube Rate - Pints/Day @ 300
Model SIG) (Inches) RPM 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
400 14.00 3.0 2.1
YK11G
400 15.00 3.2 2.2
YK11HA 400 16.00-17.00 3.5 2.4
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

5500 3.00-3.50 3.1 2.7
YK11T
5500 4.00-4.50 3.3 2.8
Individual Cylinder and rod packing assembly lubrication rates are based on thefollowing 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 aparticular SMX element:
76 AJAX®
Table 8-6: SMX Sizing Numbers
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).
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 rep-
resentatives what brands of oils are preferred. Cooper Compression can then cite the oils which have given sat-
isfactory 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 nat-
ural gas engines with the following properties:
Table 8-7: Physical Properties of Recommended Oil
Viscosity Index Flash Point Pour Point
70 Minimum 400° (204°C) Minimum 10°F (-12°C) Maximum
ASTM D2270 ASTM D92 ASTM D97
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.
AJAX® 77
Lubricating Oil Recommendations for Ajax Engine-Compressors
Multigrade oils may be used to provide proper lubrication at low temperatures. Figure 8-8 should be used to select the
proper viscosity grade for the lowest ambienttemperature expected.
Figure 8-8: Oil Selection for Ambient Temperature
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 insuf-
ficient 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 (mini-
mum 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.
78 AJAX®
Table 8-8: Low Overnight Temperature Starting Chart
Overnight Low Ambient Minutes @ Idle Minutes Number of Times Minutes Light Loaded
Temperatures (300 RPMs) Down Sequence to be Done Before 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
31° to 18° F (32° to 31° C) 7 7 3 No Load
50 0 1 30
3 3 5 No Load
17° to 0° F (-1° to -7° C) 7 7 4 No Load
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
Power Cylinder Lubrication Rates

(for DPC-2200 and DPC-2800 Series Compressors)
i NOTE
Adjust each pump's stroke to attain the desired lubri-
cation rate for the initial 24 hour "break in" running
period. Afterwards, readjust each pump to attain lubri-
cation rates for normal operations
The amount and type of lubrication required to provide safe and ample cylinder lubrication is based on years of oper-
ating 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 dis-
plays 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.
i NOTE
Engine lubrication rates for normal operations are
based on pint/30 HP
AJAX® 79
Power Cylinder Lubrication Rates
Table 8-1: Lubrication Rates - DPC-2201 & LE

Load Condition RPM Lube Rate 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 8:2 Lubrication Rates - DPC-2202 & LE
148 HP 440 5.9*
151 HP 300 5
222 HP 440 7.4
202 HP 300 6.7
296 HP 440 9.9
*This rate is for initial brake running. It is calculated at 1 pint/25 HP

Load Condition RPM 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

192HP 440 7.7*
196 HP 300 6.5
288 HP 440 9.6
262 HP 300 8.7
384 HP 440 12.8
80 AJAX®
Section 9: Fuel System
Section 9: Fuel System
AJAX® 81
Fuel System
The basic operation of an engine equipped with gas injection is the same as for low pressure fuel. The primary dif-
ference 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 9-1 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 actu-
ated by cams on the layshaft. A combination of a throttle and an electronic governor, or IGTB (C) varies the gas vol-
ume 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.
Figure 9-1: 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 sys-
tem, 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
AJAX® 83
Operation of the System
Figure 9-2: 1/4" and 3/8" Tube Lines
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 9-3 below)
After the pump plunger has completed its lift and starts the return stroke, it begins to create a slight vacuum in the sys-
tem which is relieved by the opening of the flow control valve. Upon opening, fluid flows from the tank to the pump bar-
rel. The fluid in the tank is pressurized with the fuel gas pressure.
84 AJAX®
Figure 9-3: Fuel Injection System Diagram Components
The engine speed is controlled by the IGTB, or “integrated governor throttle body, a combination of throttle and elec-
tronic governor; the function of the IGTB 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).
AJAX® 85
Hydraulic Fluid
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 sys-
tem 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”.
DANGER
All repair and resetting of safety valves should be per-
formed by a National Board certified valve repair
shop holding a "VR" stamp
86 AJAX®
Figure 9-4 Fuel Gas Piping
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
AJAX® 87
Gas Injection Timing Instructions
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 9-5 and 9-6). In other words, if thekeyway 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 crank-
shaft position for checking the gas injection can timing is 13° for STD units and 37° for LE units.
Figure 9-5: Fuel Cam TIming Diagram
Figure 9-6: 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 cyl-
inder 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
9-7.
88 AJAX®
Figure 9-7
The lay shaft drive gear, driven gear and driven gear keyway location are marked at the Ajax factory, as indicatd in Fig-
ure 9-8. This should insure the correct timing.
Figure 9-8: Marked Keyway Locations
i NOTE
However, if these punch marks are missing, or the
checking procedure does not come out cor¬rectly,
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.
Adjustment for setting the gas injection timing is provided for by 4 keyways in the layshaft gear. Each of these key-
ways 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
AJAX® 89
Flow Control Valve
that the large end of the taper is facing out. When the proper gear position has been determined, install the tapered key
andpunch mark the gears and key location. This will allow correct assembly should the unit have to be serviced in the
future.
i NOTE
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 lay-
shaft bearing to obtain proper backlash between the
gears. Then re-drill and dowel the layshaft bearing to
main-tain this setting. Remove the layshaft drive
gear and make sure the layshaft turns freely by hand.
Re-install layshaft drive gear as match-marked pre-
viously.
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 bleed-
ing air from the system.
i NOTE
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
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.
90 AJAX®
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 sys-
tem, 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.
Ajax Jet Cell Operation and Maintenance

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 con-
ventional spark plug ignition of a lean mixture. In addition, jet cells improve combustion stability and reduce fuel con-
sumption when operating at variable speeds and reduced torque.
A jet cell-equipped engine does require some additional maintenance over a standard combustion engine. This addi-
tional maintenance is offset by gains in combustion stability lower emissions, and improved fuel economy.
Jet Cell Operation
The jet cell is part of an ignitor assembly that is installed in the cylinder head.
Figure 9-9: 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
AJAX® 91
Figure 9-10: 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, pres-
sure 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 pres-
sure within the cylinder becomes greater than the fuel pressure, then the pilot checkvalves 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 noz-
zle orifice across the top of the piston in the main combustion chamber, igniting the main combustion charge.
92 AJAX®
Figure 9-11: 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.
AJAX® 93
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.
Figure 9-12: Check Valve Parts
Item Description
1 Body
2 Poppet
3 Seat
4 Tube
5 Retainer
6 Spring
From the primary check valve, fuel gas enters the jet cell through fuel porting (see figure below). Incomplete com-
bustion 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.
Figure 9-13: Jet Cell Fuel Porting
i NOTE
Whenever the spark plugs are replaced, remove and
clean the check valves as well
94 AJAX®
An orifice (p/n K-8050) is installed on the inlet side of the primary check valve to allow pilot fuel pressures to be com-
parable to main fuel pressure. The orifice resembles a 1/8” toe nipple. Ensure this is an orifice by visual inspection, not-
ing a small 0.038” internal hole. Clean when servicing the primary check valve.
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 fol-
lowing 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.
i 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 9-14, 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.
AJAX® 95
Hydraulic Fuel Injection System
Figure 9-14 Bleed Valve Assembly
As seen in Figure 9-15, 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.
Figure 9-15 Bleed Valve Assembly
Convert to the current design by replacing the injection valve’s cap with the current design. A parts kit for the con-
version 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 9-15 for a typical installation of the current design.
96 AJAX®
"Top Purge Conversion Kit" (one per Gas Injection Valve)
P/N: SPEC 7456-S (Steel valve & Fittings)
Item Description P/N Qty
1 Valve Cap A-2565-F-4 1
2 Bleed Valve BM-10936 1
3 3/8 Tube x 1/4 NPT M-11573-S-6-4 1
4 Reducer, 1/4 NPT(F) x 1/2 NPT(M) BM-21147-S-4-2 1
5 1/4 Tube Nut & Ferrules M-21163-S-4 1
6 3/8 Tube Nut & Ferrules BM-21163-S-6 1
7 1/4 Tubing, 316SS M-21071-2-035 4'
8 3/8 Tubing, 316SS BM-21071-3-035 4'
P/N: SPEC 7456-SS (SS valve & Fittings)

Item Description P/N Qty
1 Valve Cap A-2565-F-4 1
2 Bleed Valve BM-16580-2 1
3 3/8 Tube x 1/4 NPT M-11573-SS-6-4 1
4 Reducer, 1/4 NPT(F) x 1/2 NPT(M) BM-21147-SS-4-2 1
5 1/4 Tube Nut & Ferrules M-21163-SS-4 1
6 3/8 Tube Nut & Ferrules BM-21163-SS-6 1
7 1/4 Tubing, 316SS M-21071-2-035 4'
8 3/8 Tubing, 316SS BM-21071-3-035 4'
Engine Operation with Fuel Containing ELS (Hydrogen Sulfide)

Ajax engines can operate with some amount of H2S in the fuel. The standard engine configuration can tolerate 100
grains H2S per 100 scf natural gas without operational or mechanical alteration. (This amount is 0.16% when
expressed as volume.)
However, successful engine operation with up to 3% (volume.) of H2S can be achieved when extra protective meas-
ures are made.
Background:
H2S in fuel gas will combine with water to form sulfuric acid. The source of the water is either saturated fuel, or a
byproduct of combustion. Depending upon the amount of H2S in the fuel, corrosion will occur. The corrosion affects
parts with brass, bronze, copper (bearings, bushings, wiring, etc.) as well as many ferrous alloy materials. The effect
is erosion of some materials, and stress corrosion cracking of others.
Ajax engines can tolerate higher fuel H2S levels than competitive four stroke cycle engines because:
a. There are no intake or exhaust valves. Seats, guides, and valve faces are very susceptible to H2S attack.
b. The engine's crankcase is isolated from the power cylinders because of the crosshead type design. The piston
rod's packing separates the crankcase and the power cylinder. Acid laden combustion products which blow by
the piston rings do not contaminate the crankcase oil.
AJAX® 97
Engine Operation with Fuel Containing ELS (Hydrogen Sulfide)
Required Criteria vs. Fuel H S (% volume)

2
Fuel's H2S
Operational Level Engine Requirements
(% Volume)
< 0.16% 1 Standard engine configuration
0.16% - 0.50% 2 Thoroughly dried fuel
Level 2 +
a. Change JW thermostat to165°F

0.50% - 1.0% 3
b. Increase power cylinder lube rate 10%
c. Assure rod packing is sealing

Level 2 + 3 +
a. Use hard iron plated power cylinders instead of chrome plated cyl-
1.0% - 3.0% 4 inders.
b. Use 316SS tubing and tubing fittings, and "NACE trimmed" fuel
gas controls (pressure regulators, relays, pressure gauges, etc.)
Not recommended. Consult Ajax Engineering when the H2S % vol-
> 3 0% 5
ume exceeds 3%
Refer to Engineering Standard ES 13 for use of Ajax compressor cylinders and packaging requirements when H2S is
present in the compressed gas.
98 AJAX®
Section 10: Cooling System
Section 10: Cooling System
AJAX® 99
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.
1) Warm up and loading of cold engines
2) Coolant safety shutdown set point
Individual equipment operators have the largest influence on the long term service life of the equipment for which they
are responsible. Engine damage can be avoided by practicing the following two rules of operation:
l Do not apply load to the engine until the COOLANT TEMPERATURE coming out of the engine is 150° F.
l Assure that the cylinders are receiving the correct amount and quality of lubricant.
The length of time it takes to warm up the engine's coolant to140°-150° F is dependant upon several factors. If it has
been out of service for a short time for routine preventive maintenance, a relatively short warm up period is needed. If
the engine has been out of service for more than five hours and the surrounding temperature has been < 50° F, then fol-
low the procedures prescribed in Ajax Engineering Standard ES 1006 on pages 2 and 3.
The chart shown below describes the amount of load (% of total) that can be applied when engine coolant outlet tem-
peratures between 40° F and 150° F. Use caution and patience when trying to accelerate the warm up period.
For engine lubrication refer to the Operation Manual's section on Power Cylinder Lubrication for details. Generally, nor-
mal oil consumption is 1 pint/30 BHP per day.
For example: DPC-2802LE at 4500' elevation, 100° F, operating at 440 rpm has a site rated available BHP of 349.4.
349.4 BHP ÷ 30 BHP/day = 11.6 pints/day per engine
An empirically determined amount can be used for consistently reduced load operation.
If counting a force feed lubricator pump's "drops per minute" be certain that the individual pump is in good condition,
and has no wear between the plunger and its bore. If using a digital lubrication meter, compare its reading to the unit's
Lube System Operating Schematic for the correct lube rate.
Engine Coolant Safety Shutdown Temperature
AJAX® 101
Compressor Cylinder Cooling
Ajax has traditionally specified 206°F as the engine's coolant high temperature limit. This value is based upon expe-
rience with thermosyphon coolant systems.
A shutdown value of 185°F is more appropriate for DPC-2200 and DPC-2800 series engines with pressurized and
150°F thermostatically controlled systems.
When the fuel has greater than 0.15% H2S by volume, the coolant temperature should be raised to 160°F to minimize
sulfuric acid formation. The safety shutdown temperature should then be set at 190°F. Fuels containing more than 0
02% H2O should be dried to avoid the formation of sulfuric acid.
Action:
If the fuel has more than 0.15% H2S by volume, change the thermostat's control element to attain 160°F.
Adjust the safety shutdown trip point on the coolant temperature monitor in your unit's control panel to the appropriate
value.
Compressor Cylinder Cooling

l Some general limitations for the compressor cylinder cooling system are as follows:
l Minimum water supply temperature should be at least 90° F, but not greater than 160° F.
l 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.
l 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.
l 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
l Precautions to be taken with the cooling system are as follows:
l Use clean, soft water, free from salt and other corrosive compounds.
l Keep the cooler full of coolant.
l Keep fan belt(s) from slipping.
l 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 inhib-
itors. Plain water should have a corrosion inhibitor added.
l 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.
102 AJAX®
i NOTE
If an anti-freeze is to be used, it must be mixed with
the water before being poured into the cooling sys-
tem.
Belt Tensioning Procedure - Goulds Pump
Figure 10-1: Belt Tensioning Procedure - Goulds Pump
AJAX® 103
Belt Tensioning Procedure - Peerless Pump
Figure 10-2: Belt Tensioning Procedure - Goulds Pump
Belt Tensioning Procedure
1. Loosen the ⅝" - 11 nuts (item 8) on the idler’s all-thread adjusting screw (item 2).
2. Tighten the belt by turning the inner nut CW.
3. The correct tension is achieved when 10 pounds of force applied to the center of the belt’s span causes a belt
deflection of 0.45".
i NOTE
Do Not Overtighten the belt. It will cause premature
bearing wear or failure
4. Tighten the outer nut against the inner nut to maintain the idler’s positon, and belt tension.
5. Check the tension after the first 24 hours of initial operation, and retension if necessary.
104 AJAX®
Figure 10-3: Belt Tensioning Procedure - Peerless Pump
Figure 10-4: Belt Tensioning Procedure - Peerless Pump
Belt Tensioning Procedure
1. Loosen the 4 bolts clamping the pump’s frame to item 7. Tighten the beltm by turning the two adjusting screws
(item 5) an equal amount of CW turns.
AJAX® 105
2. Loosen the 4 bolts clamping the pump’s frame to item 7. Tighten the beltm by turning the two adjusting screws
(item 5) an equal amount of CW turns.
3. The correct tension is achieved when 10 pounds of force applied to the center of the belt’s span causes a belt
deflection of 0.62”.
i NOTE
Do Not Overtighten the belt. It will cause premature
bearing wear or failure
4. Assure correct alignment of the pump sheave to the engine sheave for minimum wear.
5. Tighten the 4 bolts clamping the pump’s frame to item 7.
6. Check the tension after the first 24 hours of initial operation, and retension if necessary.
106 AJAX®
Section 11: Power Cylinder Assembly
Section 11: Power Cylinder Assembly
AJAX® 107
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 uneco-
nomical under another. On the average, however, it is recommended that cylinder bores be restored if:
l worn .005 oversize
l worn through the chrome plating
Cylinder bores can be restored by stripping and replating. Reboring the cylinder to an oversize condition is not rec-
ommended.
i NOTE
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
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 com-
bustion 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.
i NOTE
Care should be taken to avoid dropping the piston
AJAX® 109
Piston and Piston Rings, Power End
i NOTE
and rod assemblies during handling. ARough han-
dling will cause misalignment between the rod and
piston
! CAUTION
Rings which become stuck reduce the compression
pressure and cause hard starting. Imperfect com-
bustion, 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.
! CAUTION
If this precaution is not taken and there is insufficient
clearance, whe nthe 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 11-1.
.
Figure 11-1: Engine Piston Ring Tapered Face
Care should be exercised in installing new rings to be certain that the smaller diameter of the rings on the cylinder head
end of the piston face the cylinder head. On the skirt end of the piston, the smaller diameter faces the crankshaft. The
smaller diameter can be readily identified as it is marked TOP.
110 AJAX®
i NOTE
Improper installationof these rings will materially
increase breaking 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 crank-
case and contaminating the lubricating oil, and, at the same time, prevents leakage of lubricating oil from the crank-
case 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 pro-
tect 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.
Packing ring installation

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 11-2.
AJAX® 111
Compressor piston rod stuffing box
Figure 11-2 Packing ring installation
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 com-
pressor 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.
Packing ring installation
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 contained by the retainer plate.These rings must be installed with the grooved side
facing away from the crankcase. See Figure 11-3 below.
Figure 11-3 Packing ring installation
Ajax Low Emissions Retrofit Conversions - Assembly Procedure

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
112 AJAX®
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 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, meas-
ure thickness of crushed solder. Adjust piston position accordingly, to obtain proper striking clearance. Refer to
Figure 11-1
5. Once clearance is set, torque rod nut and check clearance again. Piston has a tendency to turn out slightly
when tightening nut.
AJAX® 113
Gas Cam Timing
Figure 11-4: Piston to Head Striking Clearance
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.
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.
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.
4. Install igniter into head being very careful not to damage water seal. This maytake some hand fitting of seal.
Torque down in progressive 5 ft-lb increments to 70 ft-lbs.
114 AJAX®
i NOTE
It is very important that the pin and slot are line up
properly! Misalignment will result in severe piston
crown damage
i NOTE
When ignitor is torqued into the head, the roll pin will
not completely set into slot. This is only an alignment
reference
Figure 11-5: 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 igniter. The cur-
rent 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 ignitor and/or spark
plug threads as the result of thread - depth and reach,
respectively
AJAX® 115
Spark Plugs
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 com-
bustion 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:
l Dry type, low restriction intake system
l Ring gear start system on 15” bore engines
l 3/8” hydraulic supply lines on gas injection system
l 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 rep-
resentative.
116 AJAX®
Section 12: Compressor Cylinder Assembly
Section 12: Compressor Cylinder Assembly
AJAX® 117
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 clear-
ance percent. “Normal” clearance percent is by definition the minimum possible and will result in maximum horse-
power 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.
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 appro-
priate performance curve is that the operator can easily exceed the allowable rod load or encounter a very low or neg-
ative 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 vol-
ume 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.
AJAX® 119
Compressor Cylinder Bodies
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 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.
DANGER
DO NOT APPLY HEAT TO THE COMPRESSOR
BODY IN AN ATTEMPT TO REMOVE THE LINER
DISTORTION AND WARPAGE OF THE COM-
PRESSOR BODY CAN RESULT
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 con-
tact 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.
120 AJAX®
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.
End gap and side clearance of new pistons and new rings vary according to ring material and diameter:
Table 12-1: Piston Ring Clearance
Material Carbon Filled Te flon Peek Filled Materials
.988 x Nominal Width .994 x Nominal Width
Side Clearance Tolerance
+.000 +.000
(inches)
-.004 -.004
.022 x Nominal Diameter .011 x Nominal Diameter
End Gap (90 Cut) (45 Cut) Tol-
.016 x Nominal Diameter .008 x Nominal Diameter
erance Minimum (inches)
+ .001/in. Diameter, -.000 010 + .001/in. Dia, -.000 010
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 rec-
ommended that the lubricator feed rate for the packing be set at twice the normal rate and the compressor run unloaded
for 15 minutes.
AJAX® 121
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
Read these instructions thoroughly before selecting
alubricant.
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.
i NOTE
Valves should be removed periodically for inspection
andcleaning.
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.
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 cyl-
inder, use extreme caution making sure that the suc-
tion 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 oper-
ating conditions.
If valves require frequent cleaning, the cause may be one of the following:
122 AJAX®
l 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.
l High gas temperature, which is usually the result of leaking valves as explained in previous discussion under
“compressor cylinders.”
l 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 oppo-
site 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
! CAUTION
Read these instructions thoroughly before selecting
alubricant.
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:
l 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.)
l 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.
l 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.
AJAX® 123
l 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.
l 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 neverthe-less undesirable and uneconomical to continue at such a rate.Ove-
rlubrication 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 lubri-
cation, 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.
l 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 col-
lect in the cylinder low spots. This indicates that a cut-back in the lube rate is required. On the other hand, if sur-
faces 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 indi-
cate abrasion, scuffing, or some other malfunction which should be investigated prior to start-up.
l 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 pack-
ing 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 sur-
faces 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.
i NOTE
TD-1165, Table 5A Chart, is convenient for esti-
mating 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.)
124 AJAX®
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 lubri-
cants, you must properly prepare the compressor, carefully select the lubricant, and use an appropriate quantity of lubri-
cant.
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 estab-
lished 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 lubri-
cants 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 rec-
ommended 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 bechanged 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 infor-
mation about the specific lubricant to be used prior to establishing materials of construction, start-up, and normal oper-
ation 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 lubri-
cant 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:
AJAX® 125
“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 pis-
ton 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-Lue”b 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 out-
lined 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 semilube can be accomplished by using spe-
cial 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 pack-
ing 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 rec-
ommended:
l Viscosity @100 degrees F - 130 to 160 SSU.
l 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 nor-
mal 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.
126 AJAX®
Section 13: Ignition
Section 13: Ignition
AJAX® 127
Ignition
This chapter provides a description of the Altronic ignition system, and describes the proper procedure for keyless fly-
wheel installation and ignition timing.Altronic ignition is standard equipment on all Ajax engine-compressors. Ford-
etailed 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 andwiring
diagrams specific to your unit can be found in the “Illustrated Parts Lists” section of the Ajax package service manual.
Altronic Ignition - Description
Figure 13-1: Altronic Ignition System
The Altronic ignition system is a solid state capacitor discharge ignition system consisting of an alternator with elec-
tronic component box, ignition coils, pick up coil assembly and flywheel mounted timing magnets (see figure 13-1
below)
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 com-
ponent 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 cyl-
inder head. The ignition coil transforms the energy to a voltage high enough to fire the spark plug (see figure 13-2
below).
AJAX® 129
Keyless Flywheel Installation and Ignition Timing
Figure 13-2: 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 3° (9° in non-LE applications) before the piston reaches top
dead center. This is the recommended setting for most installations.
The ignition can be advanced 2° by installing the pick-up coil one set of holes lower in the bracket, and can be retarded
2° 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 fit-
ting 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 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 up on its edge, allowing
access to both sides of the flywheel.
130 AJAX®
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 disul-
fide 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 13-3: 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.
i 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 flywheel and the end
of the crankshaft are even.
i NOTE
You can verify the position of the TDC mark by meas-
uring the distance between marks #1 and T, then
marks #2 and T. These distances should be equal
8. After the flywheel is installed, snug several of the bolts in a criss-cross pattern to lock the flywheel to the crank-
shaft.
9. Remove the crosshead side access door from power cylinder one.
AJAX® 131
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 counterclockwise 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.
i NOTE
You can verify the position of the TDC mark by meas-
uring 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:
l 3º = 11/4 inch Flywheel O.D. distance
l 9º = 33/4 inch Flywheel O.D. distance
l 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.
132 AJAX®
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 13-4: End of Crankshaft
Figure 13-5: Timing Degree Mark Below Horizontal
Setting Timing of the Flywheel
25. Ensure that the ignition pickup coils are in the proper holes
l 3º = Top Holes
l 9º = Two Holes From the Bottom
l 11º = Bottom Holes
26. Rotate the flywheel on the crankshaft, without moving the crankshaft itself, until the recessed magnet is cen-
tered 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.
AJAX® 133
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 fly-
wheel. 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.
134 AJAX®
Section 14: IGTB Governor
Section 14: IGTB Governor
AJAX® 135
General
This chapter provides and overview of the proper operation and maintenance ofthe 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 sup-
plied by the pressure transducer.
Figure 14-1 IGTB Governor
RPM set point is established by a pneumatic 3 to 15 psig signal to the pressureto-voltage transducer. See Table below
for pressure signals and corresponding voltage and RPM
Table 14-1
RPM Voltage 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.
AJAX® 137
Problem Diagnostics
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 77°F.
Its operating temperature range is -40°F to 221°F.
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.
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.
DANGER
Be certain that the engine’s ignition will be grounded,
and the fuel supply will be shut in for these tests cer-
tain that the engine’s ignition will be grounded, and
the fuel supply will be shut in for these tests.
Problem Possible Cause Suggested Test/Correction
Disconnect harness from gover-nor. Test for +24V between plug
Power not applied
socket #1 and #5.
MPU gap too large Rotate engine manually to check for 0.020” to 0.030” gap.
Engine does not start. MPU signal con- Disconnect harness from the gov-ernor. Reset the annunciator. Test
nection open for at least 2 Vrms between pin 11 and pin 3 during cranking.
Stuck Throttle Remove the governor. Move throttle by hand. Assess smooth-ness,
Shaft friction, and return spring force.
Engine starts, but shuts
MPU gap too large Rotate engine manually to check for 0.020” to 0.030” gap.
down.
138 AJAX®
Problem Possible Cause Suggested Test/Correction
Inadequate elec- Assure that 18-28Vdc is supplied to governor pin connections #1
Engine starts, but does not
trical power (+Vdc) and #5(-Vdc).
accelerate to idle RPM.
Manually switch off governor
Ignition misfire Troubleshoot the ignition system.
Precombustion
Check for normal PCC fuel pres-sure, and fouled or stuck check
Engine starts and runs, but Chamber fuel
valves.
is unstable. supply
Gas Injection Using combustion pressure man-agement, balance the firing pres-
Valve Adjustment sures.
Unable to attain rated RPM Pressure trans- A 3-15 psig input signal should produce a 1.8-5vdc output signal.
with a slight load. ducer output low Apply 15 psig to the transducer
Unable to develop full load
Low fuel pressure Increase the fuel supply pressure.
RPM.
Unable to idle at no load. High fuel pressure Decrease the fuel supply pressure.
AJAX® 139
Section 15: Servicing for Extended Periods of Storage
Section 15: Servicing for Extended Periods of

Storage
AJAX® 141
Servicing for Extended Storage
This chapter provides safety instructions on
l Preparing for Extended Usage
l 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 ele-
ment 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 cyl-
inder 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.
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.
AJAX® 143
Servicing After Extended Periods In Storage
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.
24. Protect instrument panel and any other exposed area which might be damaged during storage.
Servicing After Extended Periods In 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 addi-
tional precautions should be taken when placing engine-compressors in service after long periods in storage after ship-
ment from the factory, or other extended storage periods.
1. Remove side and top covers and see that the crankcase is clean. Fill crankcase with oil. See lubrication rec-
ommendations in Section 5.
2. Remove cylinder head and clean cylinder bore. Swab the cylinder with clean lubricating oil to provide initial lubri-
cation for piston and rings.
3. Inject a light oil in the various bearings, as well as around cross-head and on piston rod. For a completely thor-
ough job of reconditioning, the metallic packing should be cleaned and oiled. Packing on lubricator shaft should
be loosened and oiled, and the governor lever shaft outer bearings should be oiled.
4. 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.
5. Carefully drain the lubricator before filling. After filling the lubricator, disconnect each of the oil feed lines, oper-
ate the lubricator flushing units by hand and see that oil flows freely through each oil line, and through the check
valve.
6. Remove governor cap and inspect governor weight pins and remove any corrosion which has accumulated dur-
ing storage period. Oil and make sure that all working parts are operating freely.
7. Clean air filter.
144 AJAX®
8. Remove all plywood storage covers and plugs from flange openings and threaded connections.
9. Tighten
AJAX® 145
Section 16: Preventive Maintenance
Section 16: Preventive Maintenance
AJAX® 147
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.
i NOTE
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.
Suggestions for a Preventive Maintenance Program

Check the following WEEKLY, and correct or repair as necessary
Date: ___ ___ ______
l Lube oil reservoir for adequate level
l Lubricator oil level (drain accumulated water)
l Make sure each lube point is receiving oil at its terminus
l Crankcase oil level
l Record RPM _________
l Record intake air manometer reading ________
l Record main fuel gas pressure _________
l Record LE fuel gas pressure __________
AJAX® 149
l Hydraulic fluid level in gas injection tank (record any amount added) _________
l Coolant level (record any amount added) _______
l Record EJW and CJW temperature _____ ______
l Record exhaust temperatures, adjust if T is greater than 40°F ____ _____ _____ _____
l Record compressor discharge temperatures _____ _____ _____
l Hot compressor valves, repair as needed
l Record operating process gas pressures ____ _____ ______
l Record VVP settings for operating conditions, adjust if necessary _____ _____ _____
l Walk around the compressor and note abnormal vibration or sounds, and gas or liquid leakage
Check the following MONTHLY (or 800 hours), and correct or repair as necessary
Date: ____ ____ ______
l Perform weekly maintenance
l Check safety control panel and fuel valve for proper operation and shutdown
l Panel mounted safety limit switches and set point values
l Unit mounted safety limit switches
l Compressor rod packing blow-by
l Drain oil from compressor distance pieces and record quantity ____ _____ _____
l Lubricate the throttle linkage
l Manually actuate scrubber and fuel filter dump valves
The compressor unit needs to be shut down and blocked in for the following:
l Clean or replace air filters
l Lubricate the water pump with one shot of grease/point
l Lubricate the cooler bearings with one shot of grease/point
l Lubricate the idler bearing with one shot of grease/point
l Inspect the belts for proper tension, replace if worn
l Clean debris from the cooler
l Drain the power cylinder scavenger ports and record quantity
l Clean or replace spark plugs and spark plug wires (gap the plugs at OEM specs)
150 AJAX®
l Clean the LE check valves and orifice nipples
l Inspect the LE fuel filter
l Tightness of external fasteners
l Frame to Skid
l Compressor crosshead guide (to the frame and the skid)
l Compressor cylinder supports, adjust if necessary
l Compressor cylinder to crosshead guide
Check the following ANNUALLY (or 8000 hours), and correct or repair as necessary
Date: ____ ____ ______
l Perform weekly and monthly maintenance
l Change crankcase oil, clean the crankcase, inspect for metal, water, etc
l Bump check rod bearings replace if necessary
l Clean the crankcase breathers, or renew replaceable elements
l Drain and clean the lubricator box
l Remove and inspect the fuel injection valves
l Crosshead-to-guide, and pin-to-bushing clearances, and record
l Internal fasteners for proper torque
l Piston rods for wear and scuffing
l Change rod packing if leakage is noted
l Remove and inspect compressor valves, inspect compressor cylinder condition through the valve ports
l Remove, clean, and inspect mixer valves; assure a smooth, scratch-free seating area and replace all the valve
plates (reed strips) and springs
l Inspect power cylinders through fuel injection port and LE Ignitor port
Check the following every 16,000 Operating Hours, and correct or repair as necessary
Date: ___ ____ _______
l Perform weekly, monthly, and annual maintenance
l Re-ring power and compressor cylinders
l Replace wiper and pressure packing
l Inspect pistons, rods and cylinders
AJAX® 151
l Inspect crosshead pins and bushings
l Inspect connecting rod and main bearings
152 AJAX®
Section 17: Appendix A - Engineering Bulletins
Section 17: Appendix A - Engineering Bulletins
AJAX® 153
TIB 031104- Hydraulic Fuel Injection System Purging
TIB 030910 - Warm up and Loading of Cold Engines
TIB 061010 - Catalytic Converter IOM
AJAX® 155

11364-65 Ajax DPC-2802LE Enerflex O&amp;M Manual Rev 0

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11364-65 Ajax DPC-2802LE Enerflex O&amp;M Manual Rev 0

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GE Oil & Gas

Rev No. Rev Description Date Revised By

Message from Cameron 15

Our Quality Policy 15

Warranties To Original Purchaser (Non-Transferable) 16

Cameron Contact Information 18

Section 2: Safety Introduction 19

Danger Caution and Note Symbols 23

Danger, Caution and Note Decals: 24

Figure 2-1 Safety Decals 25

Figure 2-2 Safety Decals 26

Warranties to Original Purchaser (Non-Transferable) 29

Section 4: Basic Application 31

Figure 4-1: 2801 Engine Compressor 34

Figure 4-2: Engine Compressor Side View 36

Two-Cycle Principle of Operation 36

Figure 4-3 Compression Stroke 37

Figure 4-4 Power Stroke 37

Figure 4-5 Scavenging 37

Section 5: General Data 39

Power and RPMs 42

Basic Specifications - Engine 42

Section 6: Unit Installation 49

Setting a Portable Ajax Compressor 51

Installation of Sheave and Flywheel 53

Figure 6-4: Flywheel Cross Section 54

Table 6-1: Screw Tightening Torques, Sheave and Flywheel 54

Figure 6-5: Flywheel Tolerances 54

Fuel Gas Piping 55

Air Starting System 55

Table 6-3: Starter Motor Pressure Ratings and Part Numbers 56

Figure 6-6: Starter Motor Pressure Ratings 56

Figure 6-7: Starter Motor Pressure Ratings 57

Figure 6-8: Starter Motor Pressure Ratings 57

Figure 6-9: TDI Model T100 Air Starter Motor 58

Exhaust System Installation and Design 58

Exhaust Pipe and Mufflers 58

Table 6-4: Current Product Pipe Length 58

Exhaust Temperature Shutdown Settings 58

Section 7: Unit Start-Up 59

Power Cylinder Pre Start-up Servicing 61

Compressor Cylinder Pre Start-up Servicing 61

Start-Up Procedure (with bypass) 63

Start-Up Procedure (without bypass) 66

Section 8: Lubrication System 67

Crankcase Lubrication System 69

Figure 8-1: Crankcase Oil Level Measurement 69

Figure 8-2: Crankcase Oil Level Controller 69

Crankcase Oil Maintenance 70

Crankcase Oil Capacity 70

Scavenging Chamber Drains 70

Crosshead Guide Drains 70

Centralized Lubrication System 71

Force Feed Lubricators 71

Figure 8-3: Premier Two-Pump Lubricator Box 71

Figure 8-4 Ajax Divider Valve Lubrication System 72

Figure 8-5: Premier Model P-55U Lubricator Pump 73

Figure 8-6: 10 Micron Filter Element 73

Figure 8-7: SMX Divider Valve 74

Purging Air From the Lubrication System 74

Compressor Cylinder Lubrication Rates 75

Table 8-5: Lubrication Rates - Ajax Compressor Cylinders 76

Table 8-6: SMX Sizing Numbers 77

Lubricating Oil Recommendations for Ajax Engine-Compressors 77

11364-65 Ajax DPC-2802LE Enerflex O&M Manual Rev 0

11364-65 Ajax DPC-2802LE Enerflex O&M Manual Rev 0