MAINTENANCE INSTRUCTION

M.I. 1143

Service Department
ELECTRO-MOTIVE DIVISION
GENERAL MOTORS CORPORATION
December, 2002

LOCOMOTIVE FOUR-CYLINDER TWO-STAGE

WATER-COOLED COMPRESSOR
(2) 7-7/8 & (2) 4-1/4 x 5
MODELS WLA

SAFETY PRECAUTIONS

Please refer to the EMD Safety Precautions in appendix to the Locomotive Service Manual
whenever routine maintenance work is to be performed on any AC traction equipped locomotive.
This maintenance procedure as outlined in this instruction is specific to the Gardner Denver
Locomotive Four-Cylinder Two Stage Water-Cooled Compressor WLA models and is offered
for planning purposes only. As written, this document reflects current Gardner Denver product
design and service experience for application to EMD locomotives.

© Copyright 2002
Electro-Motive Division, General Motors Corporation.

Prepared by International Technical Services – London, Ontario, Canada

Technical information source Gardner Denver® Locomotive Four-Cylinder Two Stage Water-Cooled
Compressor 13-3-617, 1st Edition December, 2002.
All rights reserved. Neither this document, nor any part thereof, may be reprinted without the expressed
written consent of the Electro-Motive Division. Contact EMD Service Publications Office.

WLA Compressor 2 01/07/03

 TABLE OF CONTENTS

1.0 FOREWORD ......................................................................................................... 4

2.0 SAFETY PRECAUTIONS ..................................................................................... 5
3.0 OPERATION - AIR COMPRESSOR MODEL WLA .............................................. 6
3.1 DESCRIPTION.................................................................................................................... 6
3.2 CRANKCASE BREATHER ............................................................................................... 8
3.3 LUBRICATING SYSTEM.................................................................................................. 8
3.3.1 OIL PRESSURE RELIEF VALVE ............................................................................ 9
3.3.1.1 GEAR-TYPE OIL PUMP....................................................................................... 9
3.4 LUBRICATION REQUIREMENTS................................................................................. 10
3.4.1 ORIFICE TESTING ................................................................................................. 12
3.4.2 AIR FILTERS........................................................................................................... 12
3.5 PRESTART CHECK – (New or Overhauled Unit)........................................................... 13
3.5.1 INITIAL STARTING ............................................................................................... 13
3.5.2 COLD WEATHER STARTING .............................................................................. 13
3.5.3 DAILY MAINTENANCE........................................................................................ 14
4.0 MAINTENANCE .................................................................................................. 15
4.1 INTERCOOLER ................................................................................................................ 15
4.1.1 CLEANING .............................................................................................................. 15
4.2 INTERCOOLER RELIEF VALVES................................................................................. 15
4.3 UNLOADER PLUNGERS ................................................................................................ 15
4.4 CONCENTRIC VALVES ................................................................................................. 16
4.4.1 PISTON PIN BEARING REPLACEMENT ............................................................ 17
4.5 STORAGE ......................................................................................................................... 18
4.6 COMPRESSOR TEST BREAK-IN RUN ......................................................................... 19
4.7 OPERATING TESTS ........................................................................................................ 19
4.8 COOLING.......................................................................................................................... 20
5.0 SERVICE DATA.................................................................................................. 21
5.1 TORQUE VALUES (LUBRICATED).............................................................................. 21
5.2 GENERAL CLEARANCE DATA .................................................................................... 22
5.2.1 CONNECTING ROD PARALLELISM AND TWIST............................................ 22
5.3 TROUBLESHOOTING..................................................................................................... 23
5.3.1 AIR PRESSURE SLOW TO BUILD ....................................................................... 23
5.3.2 UNIT WON’T UNLOAD......................................................................................... 23
5.3.3 NOISY VALVES...................................................................................................... 24
5.3.4 SHORT VALVE LIFE: ............................................................................................ 24
5.3.5 COMMON CAUSES OF CONTROL MALFUNCTION........................................ 25
5.3.6 LOW OIL PRESSURE:............................................................................................ 25

M.I. 1143 3 01/07/03

1.0 FOREWORD
To be assured of receiving maximum service from this machine the owner must exercise
care in its operation and maintenance. This Maintenance Instruction is written to give
the operator and maintenance department essential information for day-to-day operation,
maintenance and adjustment. Careful adherence to these instructions will result in
economical operation and minimum down time.

WARNING
Warning is used to indicate the presence of a hazard, which can cause severe personal
injury, death, or substantial property damage, if the warning is ignored.

CAUTION
Caution is used to indicate the presence of a hazard, which will or can cause minor
personal injury or property damage if the caution is ignored.

NOTE
Notice is used to notify people of installation, operation or maintenance information,
which is important but not hazard-related.

WLA Compressor 4 01/07/03

2.0 SAFETY PRECAUTIONS
Safety is everybody’s business and is based on your use of good common sense. All
situations or circumstances cannot always be predicted and covered by established rules.
Therefore, use your past experience, watch out for safety hazards and be cautious.

Some general safety precautions are given below:

DANGER
Failure to observe these notices could result in injury to or death of personnel and/or
damage to equipment.
• Do not operate unit if safety devices are not operating properly. Check periodically.
Never bypass safety devices.
• Keep fingers and clothing away from revolving parts.
• Do not use the air discharged from this unit for breathing apparatus.
• Do not loosen or remove the oil filler plug, drain plugs, covers, or break any
connections, etc., in the compressor air or oil system until the unit is shut down and
the air pressure has been relieved.
• Electrical shock will result in injury or death to personnel. Open main disconnect
switch before working on the control.
• Compressor unit must be grounded in accordance with the National Electrical Code.
• Disconnect the compressor unit from its power source, tag and lockout before
working on the unit – this machine can be automatically controlled and may start at
any time.
• Do not modify unit without written permission from Manufacturer’s Engineering
Department.
• Stop the unit if any repairs or adjustments on or around the compressor are required.
• Do not exceed the rated maximum pressure values shown on the nameplate.
• Bearings can be damaged by passage of current. Do not electric weld on the
compressor or base.
• Inspect the oil reservoir for fatigue cracks and inspect all pipe and tube connections
for looseness or leakage on at least an annual basis.

M.I. 1143 5 01/07/03

3.0 OPERATION - AIR COMPRESSOR MODEL WLA
3.1 DESCRIPTION
The WLA model air compressors, Figure 1 and Figure 2, are water-cooled, two stage air
compressors. The machine functions to supply air, under pressure, for locomotive brakes
and air operated apparatus. It is self-contained with its own oil pump and pressure
lubricating system.

The WLA compressor has two low-pressure and two high-pressure cylinders. The low-
pressure cylinders are located on the left bank as viewed from the compressor drive end.
The pistons of the high and low-pressure cylinders are all driven by a common
crankshaft. The intake of every compressor must be equipped with an air filter to
prevent dust and other abrasives from being drawn into the cylinders.

Before it enters the compressor the air will be cleaned by passage through an air filter.
On single filter units, the filter should be mounted on the air inlet manifold. On dual
filter units the filters should be mounted directly onto each of the two low-pressure
cylinder heads. Dual filters are recommended for optimum compressor performance.

During normal compressor operation, air at atmospheric pressure is drawn in through the
filters and intake valves into the low-pressure cylinders during the downward stroke of
the pistons. As the air is compressed on the upward stroke, the intake valves are closed
and the air at higher pressure is forced through the discharge valves into the
intercooler(s). Air leaves the intercooler(s), entering the high-pressure cylinders through
their intake valves. As the high-pressure pistons move upward, they compress the air to
a higher pressure, forcing it out through the discharge valves and connecting piping to
the main air reservoir.

WLA Compressor 6 01/07/03

Figure 1 WLA With Twin Intercoolers With Flange For Motor Drive

Figure 2 WLA With Single Intercooler For Shaft Drive

An intercooler contains passages for engine cooling water and for air from the low
pressure cylinders. It acts to remove heat from the compressed air, making it more
dense, and thereby improving the efficiency of the high pressure cylinders.

If the compressor is driven by the engine, it is running whenever the engine is running,
although not continuously pumping air.

If the compressor is motor driven, it is capable of running intermittently.

M.I. 1143 7 01/07/03

 When main reservoir air reaches the recommended pressure, the Magnet Valve
Compressor Control (MVCC) admits air to the unloader assembly, cutting out the
compressor action by holding the intake valves open. When reservoir pressure falls, the
air operating the unloader is cut off, the intake valves are released, and the compressor
resumes normal pumping.

3.2 CRANKCASE BREATHER

WLA compressors are equipped with a crankcase breather, which permits a partial
vacuum in the compressor crankcase. To accomplish this, the breather acts as a check
valve. When pressure builds up in the crankcase as the pistons move down the breather
valve opens. As the pistons start up, the breather valve closes, preventing the admission
of air into the crankcase.

The breather, Figure 3, should be cleaned periodically with petroleum solvent and blown
dry with compressed air. The copper ring gasket, located below the breather valve,
should be replaced prior to reassembly.

Figure 3 Basic Crankcase Breather

3.3 LUBRICATING SYSTEM

The lubricating system is shown in Figure 4. The crankshaft is rifle drilled for passage of
oil to the connecting rod bearings. Oil under pressure from the gear type lubricating oil
pump flows through the drilled passages of the crankshaft. This piston pin bearing and
crankshaft main bearings are also lubricated by the flow of oil under pressure through
rifle drilled connecting rods.

WLA Compressor 8 01/07/03

 ORFICE
OIL PUMP GEAR
OIL PASSAGE

OIL INTRODUCING RING

MAIN BEARING

OIL PUMP INLET

Figure 4 Lubricating System

3.3.1 OIL PRESSURE RELIEF VALVE

A block mounted on the side of the crankcase houses a valve, Figure 5, that is used to
control oil pressure. This valve provides for correct minimum oil pressure at idling
speed and ensures adequate oil pressure at all speeds.

Figure 5 Oil Pressure Relief Valve

3.3.1.1 GEAR-TYPE OIL PUMP

The oil pump drive shaft is driven by a mating helical gear that is shrunk on the
crankshaft. Oil under pressure is fed to the relief valve block and returned by drilling
passages in the crankcase to the oil introducing ring that is housed in the small bearing
end plate. A drilled opening in the crankshaft lines up with a circumferential groove in
the oil introducing ring I.D. to feed oil to the drilled passages in the crankshaft.

The lube oil filter provided with compressors equipped with this type pump is a spin-on,
full flow design.

M.I. 1143 9 01/07/03

 3.4 LUBRICATION REQUIREMENTS
Lubricant of the correct viscosity should be used for existing temperature range. See
Table 1.

It is important that the compressor crankcase oil be changed at intervals given in the
applicable Scheduled Maintenance Program. After draining the oil, clean the inside of
the crankcase by flushing with petroleum solvent and wipe clean with clean lint-free,
bound-edge towels.

Cold Weather Operation: Below 32º F. Ambient EMD-EMS #1017

ISO Viscosity Grade 32
Warm Weather Operation: 32º F. to 90º F. Ambient EMD-EMS #1047
ISO Viscosity Grade 68
Hot Weather Operation: Above 90º F. Ambient EMD-EMS #1005
ISO Viscosity Grade 100
Table 1 Viscosity Table

Oil level can be determined at any time, with the compressor running or stopped. When
a float gauge is used the gauge needle should be kept in the green “FULL” area. When
the compressor is equipped with a dipstick type oil level gauge, oil should be added as
indicated by the dipstick reading. To take an oil level reading from a dipstick, first
remove it, wipe it clean, and reinsert it, making certain that it is fully seated. Then
remove the dipstick and make the reading.

Oil pressure should be checked periodically to ensure that the pump and associated parts
are functioning properly. When checking oil pressure, use the upper plugged opening on
the front of the relief valve body. The oil pressure relief valve is located between the
filter and the crankshaft oil passages. Pressure drop across the filter has no effect on the
oil pressure setting. A pressure gauge with an externally mounted pulsation damper
should be used whenever oil pressure is measured. Minimum oil pressure is 15 psi at
low idle speed and 26 psi at maximum operating speed. After the pressure is checked,
the compressor should be shut down, the gauge removed, and the pipe opening plugged.

CAUTION
While the compressor oil level may be checked with the unit running, to add oil, the
compressor must be shutdown, i.e. brought to zero rpm.

Pressure readings should be taken when oil temperature is 60° C (140° F). In the event
that oil temperature is lower, the oil pressure versus temperature graph shown in Figure
6, can be used to determine the corresponding pressure at 60° C (140° F).

WLA Compressor 10 01/07/03

 Oil pressure can be adjusted by adding or removing shims under the pressure adjusting
screw on the relief valve, Figure 5. Each shim will vary the oil pressure 1.5 to 2.0 psi.
Removing shims will increase the oil pressure.
To check oil pressure drop across the filter, take pressure readings at both the upper and
lower openings on the front of the oil pressure relief valve body. Subtraction of the
lower reading from the upper reading gives the pressure drop across the filter. If the
pressure drop across the filter is 10 psi or greater, the filter should be replaced even if the
replacement schedule does not yet call for it.

CAUTION
The old filter gasket must be completely removed in order to obtain a proper seal with
the new gasket.

38° C
(100°F)
Crankcase Oil Temperature

DEEP SUMP OIL

43° C
(110°F)

49° C
(120°F)

-5 -4 -3 -2 -1 0
psi
Figure 6 Correction Factor Graph – Oil Pressure Versus Oil Temperature

Instructions: When crankcase oil temperature is below 60° C (140° F), subtract graph
readings from pressure gauge readings obtained at lower temperatures to
determine gauge pressure at 60° C (140° F).

Conditions:
1. 200 to 1200 RPM
2. EMD – EMS #1047 No. 20 weight lubricating oil.
3. Compressor loaded or unloaded.
Use only a premium grade of compressor oil.

M.I. 1143 11 01/07/03

 Heavy detergent engine type oils should not be used as they will form hard lacquer
deposits in the cylinder heads and on the cylinder walls which will carry-over in the
system. Heavy weight oils will cause excessive wear in the piston pin bearings.
Detergent or high film strength oils cannot be used because ring seating is affected and
carry-over into the air system will increase.

Extensive experience has demonstrated that heavy detergent oils or mineral oils with
unstable ends will not satisfactorily lubricate compressors. In several instances of
compressor failure, examination of failed parts has shown that failure resulted from the
use of unsuitable oils. This has been confirmed by the fact that upon changing to an oil
suited to the application, compressor failure has not recurred.

3.4.1 ORIFICE TESTING

The compressor should be given an orifice test, as a measure of its condition, at intervals
recommended in the Department of Transportation rulings. The graph in Figure 7,
shows the recommended limits for the compressor covered in this publication.

3.4.2 AIR FILTERS

The air inlet filter or filters should be changed at recommended intervals, or more
frequently if operating conditions require.

For a detailed explanation of the filters and the correct replacement elements required,
see the applicable Locomotive Service Manual.

Figure 7 Compressor Orifice Test Units

WLA Compressor 12 01/07/03

 3.5 PRESTART CHECK – (New or Overhauled Unit).
1. Check all bolts and nuts for tightness per bolt torque specifications found in Section
5.1 Torque Values (Lubricated).

2. Inspect air filter and air intake line for dirt and loose connections.

3. Service air filter per instructions in 3.4.2. AIR FILTERS.

4. Check oil level – oil level must be to full mark on dipstick.

5. Open valve in discharge line between compressor and air receiver, where used.

6. Make sure proper pressure relief valve is between compressor and any line shutoff
valve, check valve or aftercooler.

7. Check compressor for proper rotation.

3.5.1 INITIAL STARTING

On initial start or after the compressor has been overhauled, run the compressor with the
receiver outlet wide open for about ten minutes so that oil will be distributed over all
wearing surfaces. When you are sure that the unit is operating satisfactorily, partly close
the receiver valve and gradually bring the pressure up to normal working pressure.

To ensure proper ring seating on a new or overhauled unit, run fully loaded for the first
40 hours.

3.5.2 COLD WEATHER STARTING

In addition to the normal starting procedure, make sure the weight of the oil in the
crankcase is suitable for existing temperatures. Refer to Section 3.4 Lubrication
Requirements. Start the unit under no load and stop before gaining full speed. Repeat
this operation until pressure registers on oil gauge, if used, or until oil has a chance to
reach all moving parts.

M.I. 1143 13 01/07/03

 3.5.3 DAILY MAINTENANCE

1. Check oil pressure and level.

2. Listen to compressor valves for unusual noise, indicating worn or leaking valves.

3. Observe if control is normally loading and unloading unit.

4. Drain condensate from air receiver, moisture traps and drop legs if used. Local
humidity conditions will govern frequency which condensate must be drained.

5. Inspect for air, oil or water leaks.

6. Check relief valve(s) by manual operation.

Although the compressor is designed for unattended operation, frequent inspection may
reveal some malfunction and save serious damage.

WLA Compressor 14 01/07/03

4.0 MAINTENANCE
Compressor efficiency and life depend on the quality of maintenance the unit receives.
Maintenance must be done regularly and with care. Clean workspace, tools, cleaning
solvents and wiping rags are necessary to avoid transferring dirt into the unit. Clean the
exterior of the unit before starting work to prevent dirt form entering the suction
manifold, valve pockets, crankcase, etc. A maintenance chart listing the unit and
scheduling regular maintenance is valuable. A good program well executed is less costly
than major repairs and down time.

4.1 INTERCOOLER
4.1.1 CLEANING
The intercooler(s) should be removed at overhaul time and cleaned inside and out. Oil
film inside the intercooler(s), or an accumulation of dirt, will materially reduce
intercooler efficiency, with the possibility of excess moisture being carrier into the air
system.

4.2 INTERCOOLER RELIEF VALVES

Intercooler relief valves are not serviceable and should be replaced during overhaul of
the compressor.

The relief valve(s) should lift at a static pressure of 58 to 62 psi on single intercooler
models and 72 to 78 psi on twin intercooler models.

4.3 UNLOADER PLUNGERS

Each cylinder is fitted with a plunger to operate its suction valve unloader. The plunger
is located in a cylinder machined into each valve clamp. The plunger to cylinder seal is
an o-ring.

Whenever a plunger is removed from its cylinder bore, the bore, piston and O-ring
groove should be cleaned and free of debris. The O-ring should be replaced. Ensure that
the lead-in chamber on the valve clamp cylinder is smooth and free of burrs. The o-ring
and valve clamp cylinder must be liberally lubricated with a high temperature o-ring
grease such as Parker “Super O-Lube”. Ordinary gun grease will vaporize at the
temperatures encountered in normal compressor operation, leaving the o-ring dry and
subject to rapid wear.

M.I. 1143 15 01/07/03

 4.4 CONCENTRIC VALVES
The concentric valves are vital working parts of the compressor and must be inspected
and cleaned at regular intervals. Factors regulating cleaning intervals are filter service,
prevailing dust and atmospheric conditions, quality and carbon-forming tendency of oil
used, and operating temperature.

If compressor output drops and/or valves become noisy or hot, stop the unit and inspect
all valves.

Each cylinder is equipped with a single valve assembly containing both suction and
discharge valve disks. Refer to the applicable parts lists for sectional views of the valve
assemblies used in these machines. When disassembling the valves, note the manner in
which the various parts are arranged to assure proper assembly.

The valves are disassembled by removing the center bolt and unloader finger. The valve
parts should then be thoroughly cleaned.

DANGER
Never run the compressor with a valve that does not operate properly, as a leaky
valve will cause excessive temperatures and may cause an explosion in the air
receiver or discharge line.

PISTONS - When installing pistons in the cylinder make sure there are no burrs or dirt
to affect running clearances.

PISTON RINGS - Piston rings must always be properly installed for proper break-in
and controlled oil carry-over. Rings having a “pip” mark on one side near the ring gap
must be installed with the mark up towards the top of the piston; if rings are installed up-
side-down, oil consumption will result. See parts list for piston ring arrangement.

Cleanliness precautions must be observed when assembling the parts to avoid possible
scoring of the rings, piston and cylinder. Install the rings with care to avoid burrs and
deep scratches. Oil the rings and cylinder wall during assembly. Stagger the ring gaps.

At the bottom of the cylinder is a large chamfer to aid in the installation of the rings and
piston in the cylinder. The suggested method of assembly is to have piston assembled to
connecting rod with piston pin. Center the rings on the piston as you guide piston into
bottom of cylinder. With the piston in the cylinder, reassemble the cylinder to the
crankcase and then assemble the connecting rod to the crankshaft.

WLA Compressor 16 01/07/03

 4.4.1 PISTON PIN BEARING REPLACEMENT
Current model compressors are equipped with a prefinished bushing in the low pressure
piston assembly and roller bearings, Figure 8, in the high pressure piston assembly. The
roller bearing type piston assembly requires a different piston pin and connecting rod
than piston assemblies using other types of bushings and bearings.

Figure 8 Piston Pin Roller Bearing Application

PISTON PINS– Piston pins are clamped by the connecting rod for proper positioning.
Make sure the clamp screw is tight and the safety wire in place.

CRANKPIN BEARINGS– Crankpin bearings are of the renewable insert type. When
installing new inserts the bore of the rod and the back of the insert must be absolutely
free of dirt and burrs. Dirt or burrs under the insert will cause early insert failure. Where
there is a possibility of bearing metal or dirt entering the oil passages of the crankshaft,
the passages must be thoroughly cleaned before installing new inserts. Coat the crankpin
with oil to prevent a dry start. The small projection on the insert must fit in the
corresponding recess in the rod and cap. Do not file the end of the inserts or rod caps.
Assemble the rod and cap with corresponding numbers on the same side. Tighten bolts
evenly until proper torque is attained. (Crankpin bearings are available in standard size
and .030" oversize only).

Dirt particles embedded in the softer metal of the inserts will act as a lapping agent on
the crankpin, therefore it is good practice to replace the inserts if it is known that
abrasive dirt has entered the oil system.

CAUTION
Tighten both crankpin bearing cap bolts to 1/2 of final torque for proper bearing seating
and to prevent rod bore from deformation. Then tighten to final specified torque.

M.I. 1143 17 01/07/03

 MAIN BEARINGS– Main bearings are tapered roller type and seldom require
adjustment. They are correctly adjusted at the factory by means of thin shims under the
bearing end plate. Should adjustment become necessary, both bearings are adjusted
simultaneously by removing the required number of shims from beneath the end plate.
This adjustment must be made with care so that the bearings will not be too tight. (Refer
to the 5.2 General Clearance Data, for proper running clearance).

OIL SEALS– When replacing oil seals, install with care to avoid damage to the lip.
Check the shaft for dirt and sharp burrs. Cover the keyways with tape to prevent cutting
the seal lip. Use a sealer compound on the O.D. end plate bore. Install the seal with the
lip towards the bearings. On occasion, a seal will seep if a unit has been in storage or
standing idle for an extended period of time. Often this can be corrected by applying
liquid soap to the seal and shaft area.

GASKETS– The joints between the valve seat and cylinder head, cylinder head and
cylinder and between the cylinder and crankcase are sealed with gaskets which, insure
perfectly sealed joints. If it is necessary to break any of these joints, be sure that both
metal surfaces are clean and smooth before reassembling. Install new gaskets when
reassembling the compressor. The gaskets shown in the Parts List should be used to
maintain proper running clearance of parts and to maintain the efficiency of the
compressor.

A complete set of gaskets carried as spares will be highly appreciated in an emergency.

4.5 STORAGE
After completing factory testing of the compressor, a protective type oil to retard rust
and corrosion is sprayed into the suction intake to protect the interior of heads, valves
and upper cylinder section. This is done with the unit running.

This treatment gives the compressor sufficient protection against corrosion for
approximately four months under average conditions. The protective oil in the unit need
not be removed, as it will mix with lubricating oils.

If a compressor is stored or not put into use for a period longer than four months, the
following procedure is recommended:

Remove valves and handhole plates. Inspect interior for signs of corrosion. Rotate unit
to inspect cylinder walls. Use a protective type oil, to retard corrosion and rust, and
spray inside crankcase through handhole plates. Spray cylinder bores. Spray valves and
reassemble.

WLA Compressor 18 01/07/03

 4.6 COMPRESSOR TEST BREAK-IN RUN
After remanufacture or overhaul, the compressor should be given a break-in run for 30
minutes at approximately 425 RPM pumping against a maximum of 69 kPa (10 psi) air
pressure. During testing, the oil pressure should be no less than 103 kPa – 137 kPa (15 –
20 psi) with oil temperature at about 60° C (140°F). After the half hour break-in, let
main reservoir air pressure build up to normal cutout setting of the unloader control
system. Repeat the load and unloading functions several times to make sure suction
unloading valve parts and unloader controls are operating correctly. If any valve fails to
unload properly shut down the compressor and repair the defect.

4.7 OPERATING TESTS

Audio inspections of moving parts should be made at regular intervals during the break-
in period. If any noise (other than the normal valve click) is apparent, or a regularly
occurring thump can be felt by placing hand on compressor, the cause of the noise or
vibration should be corrected before attempting any further testing.

The intercooler pressure, observed during a test run while under normal load, should be
near 275 kPa (40 psi). this pressure is an indicator of valve efficiency. The pressure
may vary slightly due to change in air temperature or barometric pressure, but any
variation of more than 27 kPa (4 psi) above or below normal intercooler pressure 248-
303 kPa (36-44 psi) can be an indication of a defective valve(s), the location of which
can be found as follows:

1. If intercooler pressure is abnormally high only when pumping, the suction valve
area of the high pressure concentric valves should be inspected.

2. If intercooler pressure climbs slowly when the compressor is unloaded, the

discharge valve area of the high pressure concentric valves should be inspected.

3. If the intercooler pressure is abnormally low when pumping and drops to zero
pressure in less than 3 minutes when unloaded, the discharge valve area of the
low pressure concentric valves should be inspected.

4. If the intercooler pressure is abnormally low when pumping, but drops only a
few pounds after being unloaded 3 minutes, the suction valve area of the low
pressure concentric valves should be inspected.

The failure of a low pressure concentric valve will usually be indicated by a weak or
erratic suction sound, abnormal blowback from air filter, or an excessively hot low
pressure discharge temperature.

M.I. 1143 19 01/07/03

 The valves may then be replaced, and with the compressor running under load, all
gasket joints should be tested for air leaks. This testing may be done with soap water
applied to all gasket joints.

After making sure that all valves are again working properly and that all joints are tight
and free from leaking, the machine should be given an orifice test. See Figure 7 for
orifice test limits.

4.8 COOLING
During winter conditions, water may not drain correctly from the compressor if the
water deflectors are plugged, thus resulting in freeze damage. To reduce this risk, all
deflectors should be removed, inspected, cleaned and/or replaced during pre-winter
annual maintenance. While the deflectors are removed, the lower water inlet ports of
each cylinder and all water lines should be visually inspected for the accumulation of
engine cooling system deposits. If excessive deposits are visible, the entire waterside of
the air compressor should be back flushed with tap water. All water passages should
allow the free flow of water to ensure proper drainage. When reapplying the water
deflectors, a hex flat stamped “TOP” should be positioned at the 12 o’clock position of
each cylinder to provide adequate cooling.

WLA Compressor 20 01/07/03

 5.0 SERVICE DATA
5.1 TORQUE VALUES (LUBRICATED)
All external threads and the underside of screw heads shall be cleaned and lubricated
prior to assembly. In general, lubricant used shall be machine oil.

The torque values listed in the table below shall be used on the indicated fastener
assemblies. These values are based on threads that are clean and free of burrs and grit.

Periodic checks should be conducted to verify fasteners have not loosened. If needed,
retighten fasteners to the indicated levels.

MACHINE PART TORQUE

TYPE THREAD SIZE FT. LB.
INTERCOOLER
Cover Plate (Dual Coolers) 5/16-18 UNC 13-15
Discharge Manifold/Cooler 1/2 - 13 UNC 55-60
Intercooler/Manifold 1/2 - 13 UNC 55-60
Intercooler/Manifold 3/8 – 16 UNC 23-25
BEARING HOUSING
Housing (large) 5/8 – 11 UNC 110-120
Housing (small) 1/2 - 13 UNC 70-75
Housing (small) #10 – 24 UNC 4-5
Housing (small) 3/8 – 16 UNC 18-20
CONNECTING ROD
Crankshaft End 5/8 – 11 UNC 140-150
Piston End 3/8 – 16 UNC 23-25
CONCENTRIC VALVES (low and high pressure)
Bolt-Valve L.P. 1/2 - 13 UNC 55-60
Bolt-Valve H.P. 5/16-18 UNC 13-15
CYLINDER HEADS (low and high pressure)
Bolt Cylinder Head H.P. 1/2 - 13 UNC 55-60
Bolt Cylinder Head L.P. 1/2 - 13 UNC 55-60
CRANKCASE COVER
Cover/Crankcase 3/8 – 16 UNC 23-25
Filler Assembly 3/8 – 16 UNC 23-25
Oil Level Rod/Plate 1/4 - 20 UNC 6-7
Float Gauge 1/4 - 20 UNC 6-7
OIL RELIEF VALVE
Body/Case 3/8 – 16 UNC 23-25
CRANKSHAFT
Setscrew (Shaft Nut) 5/16-18 UNC 10-12
OIL PUMP
Pump/Crankcase 1/2 - 13 UNC 55-60
Pump/Body 5/16-18 UNC 13-15
Inlet/Body 5/16-18 UNC 13-15
CRANKCASE BREATHER
Body 1/2 - 13 UNC 55-60
Table 2 Torque Chart

M.I. 1143 21 01/07/03

 5.2 GENERAL CLEARANCE DATA

Millimeters Inches
Min. Max. Min. Max.
+Main Bearing End (Cold)
Model WLA (Direct Driven) 0.25 0.30 0.010 0.012
Model WLA (Motor Driven) 0.30 0.35 0.012 0.014

++ Connecting Rod Bearing 0.030 0.08 0.0012 0.003

+++ Connecting Rod Side 0.33 0.76 0.013 0.030

Oil Pump Backlash 0.05 0.002

+ If end clearance is more than maximum limit, remove one 0.13 mm (.005") shim and
recheck.
++ Do not file cap or rod or use shim stock to tighten. When maximum clearance is
reached, install new insert.
+++ Total clearance for all rods on one crankpin.

5.2.1 CONNECTING ROD PARALLELISM AND TWIST

Connecting rod bores must be parallel within 0.041 mm (0.0016") in 152 mm (6").
Connecting rod twist must not exceed 0.041 mm (0.0016") in 152 mm (6").

WLA Compressor 22 01/07/03

 5.3 TROUBLESHOOTING
5.3.1 AIR PRESSURE SLOW TO BUILD
1. Leaks in air system.

2. Compressor too small.

3. Worn concentric valves – the valve cover feeling the hottest will indicate leaky
valve.

4. Broken unloader plunger spring – retards valve action.

5. Unloading plunger stuck.

6. Blown valve seat gasket.

7. Worn piston rings.

5.3.2 UNIT WON’T UNLOAD

1. Air to control shut off.

2. Filter in control line clogged.

3. Filter in pilot clogged.

4. Unloader lines leaking, or plugged.

5. Control stuck – check for dirt and varnish.

6. Unloader spring broken

7. Differential of pilot adjusted to jam valve piston.

8. Control coil burned out.

9. Control Pressure switch diaphragm ruptured.

M.I. 1143 23 01/07/03

 5.3.3 NOISY VALVES
1. Loose assembly

2. Unloader spring broken.

3. Broken valve spring.

4. Weak valve spring.

5. Badly worn parts.

5.3.4 SHORT VALVE LIFE:

1. Dirt entering unit.

2. Heavy carbon deposits.

3. Corrosive vapors entering unit.

4. Lift of valve too great.

5. Uneven or worn valve seat.

6. Weak or collapsed valve spring.

7. Compressor over - speed.

8. Very rapid loading and unloading.

9. Broken unloader plunger spring.

WLA Compressor 24 01/07/03

 5.3.5 COMMON CAUSES OF CONTROL MALFUNCTION
1. Air line to control too small.

2. Dirt, moisture or varnish deposit.

3. Vibration.

4. Air leaks in control lines.

5. Line filters clogged.

6. Pilot misadjustment.

7. Pilot filter clogged.

8. Seating faces of pilot parts nicked.

9. Pressure switch diaphragm ruptured.

10. Coil burned out.

11. Contact points burned.

5.3.6 LOW OIL PRESSURE:

1. Check pressure gauge (If used).

2. Low on oil.

3. Clogged pump suction.

4. Worn inserts.

5. Worn oil pump.

6. Worn or damaged oil pump drive gear.

7. Relief valve spring or shimming.

M.I. 1143 25 01/07/03

Figure 9 Outline Drawing WLAA9A, WLAA9C, WLAA9E (Units no longer in production)

WLA Compressor 26 01/07/03

Figure 9 Outline Drawing WLAA9A, WLAA9C, WLAA9E (Units no longer in production)

M.I. 1143 27 01/07/03

Figure 10 Outline Drawing WLAA9B, WLAA9D, WLAA9L, WLAA9M
(Units no longer in production)

WLA Compressor 28 01/07/03

Figure 10 Outline Drawing – WLAA9B, WLAA9D, WLAA9L, WLAA9M
(Units no longer in production)

M.I. 1143 29 01/07/03

Figure 11 Outline Drawing – WLAA9G, WLAA9H, WLAA9L, WLAA9M
(Units currently in production)

WLA Compressor 30 01/07/03

Figure 11 Outline Drawing – WLAA9G, WLAA9H, WLAA9L, WLAA9M
(Units currently in production)

M.I. 1143 31 01/07/03

Figure 12 Outline Drawing – WLAA9J, WLAA9K (Units currently in production)

WLA Compressor 32 01/07/03

Figure 12 Outline Drawing – WLAA9J, WLAA9K (Units Currently in Production)

M.I. 1143 33 01/07/03

Figure 13 Outline Drawing – WLAA9N (Unit Currently in Production)

WLA Compressor 34 01/07/03

Figure 13 Outline Drawing – WLAA9N (Unit Currently in Production)

M.I. 1143 35 01/07/03

WLA Compressor 36 01/07/03
M.I. 1143 37 01/07/03
WLA Compressor 38 01/07/03
M.I. 1143 39 01/07/03
Document Number MM001001 (DE-LP)

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Telephone: 708-387-6000
Website: www.gmemd.com

©2002
Electro-Motive Division, General Motors Corporation. All rights reserved.
Neither this document, nor any part thereof, may be reprinted without the
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Contact EMD Customer Publications Office.