Ajax DPC 2804 O&M Manual

GE Oil & Gas
Ajax Compressor
Ajax DPC 2804 LE / Non-LE Operation & Maintenance Manual
GE Oil & Gas

GE Oil & Gas Compression Systems, LLC is the entity owning this Installation, Operating and
Maintenance Manual.
GE Oil & Gas Compression Systems, LLC can be contacted as follows:
Phone: +1-866-754-3562
Website:
www.geoilandgas.com
Cameron is not affiliated with this manual, and any reference to Cameron or Cameron International
herein is unintentional.
GE Oil & Gas
Revision History
Rev
No.
0
1
2
3
4
Rev Description
Date
Initial Release
GE Cover Page Update
GE Contact Information & Lubrication System (Baffle) Update
Content added in Sections, General Data, Fuel System & Power Cylinder
Sealing Compound Instructions added in Section : 6
11/09/2012
7/9/2014
09/03/2015
10/19/2015
03/22/2016
Revised
By
Prabhu
Prabhu
Prabhu
Prabhu
Prabhu
Table of Contents
Table of Contents
Table of Contents
Section 1: Introduction
3
13
Message from GE Oil & Gas Compression Systems LLC
13
GE Oil & Gas Compression Systems LLC Policies
13
Standards
13
Our Quality Policy
13
Warranties To Original Purchaser (Non-Transferable)
14
Prerequisites
15
Additional Information
16
GE Oil & Gas Compression Systems LLC Contact Information
16
Section 2: Safety Information
17
Introduction
17
Danger, Caution and Note Symbols
17
DANGER SYMBOL
17
CAUTION SYMBOL
17
NOTE SYMBOL
17
Safety Decals
Danger, Caution and Note Decals
18
18
Figure 2-1 Safety Decals
19
20
General Precautions
21
Engine Maintenance Precautions
21
Compressor Maintenance
22
Section 3: Warranty
Warranties to Original Purchaser (Non-Transferable)
Section 4: Basic Design and Application
Basic Design
AJAX
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25
27
27
Engine & Frame
27
Piston
27
Power Cylinder
27
Table of Contents
Jet Cell
27
Compressor Cylinder
27
Lubrication System
27
Piston Rods
27
Fuel System
27
Figure 4-1: 2804 Engine Compressor
28
Basic Application
28
Two-Cycle Principle of Operation
28
Figure 4-2: Compression
29
Figure 4-3: Power
29
Figure 4-4: Scavenging
30
Section 5: General Data

General Data
31
Table 5-1 General
31
Table 5-2 Power and RPMs
31
Table 5-3 Basic Specifications - Engine
31
Table 5-4 Compressor
32
Table 5-5 Auxiliary Systems
32
Table 5-6 Estimated Weighs & Dimensions
32
Table 5-7 Engine Component Dimensional & Clearance Data
32
Table 5-8 Compressor Component Dimensional and Clearance Data
33
Table 5-9 Torque Table for Critical Ajax Fasteners
33
Table 5-10 General Torque Table for Fasteners (for use when a specific torque is not specified)
35
Clearance and Torque
37
Figure 5-1 Crankcase and Main Bearing Journal Group
37
Figure 5-2 Power Cylinder Group
38
Figure 5-3 Power Piston, Crosshead, and Connecting Rod Group
39
Figure 5-4 Compressor Crosshead and Connection Rod Group
40
Ajax Engine Compressor Noise Data
AJAX
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40
Table 5-11 Sound Pressure Levels 2804LE
40
Table 5-12 Sound Pressure Levels Vs. Frequencies - 2804LE
41
Table of Contents
Special Tools
Figure 5-5: Special Tools
Section 6: Unit Installation
41
41
43
Installation Design for Permanent Ajax Compressor Packages
43
Foundation
43
Figure 6-1: Canister Bolt Detail
44
Preparation of the Foundation and Skid for Grouting
44
Setting the Engine Compressor
45
Sheave Alignment Procedure
46
Figure 6-2: Sheave Alignment Procedure

Grout
46
47
Table 6-1: Grout Compressive Strength Requirement Estimates (for reference only)
47
Final Grouting Instructions
47
Setting an Inertia-Base AJAX Compressor Unit
47
Figure 6-3: Typical Concrete-filled AJAX Inertia-base Skid
48
Figure 6-4: Typical Pit Dimensions for Inertia-base Units
49
Figure 6-5: Recommended Pit Depth and Sand Pad Specification
50
Setting Inertia-Base Compressor Unit and Cooler:

Figure 6-6: Recommended Sand Placement following Unit Placement
50
51
Fabricated Piping Assembly
51
Keyless Flywheel Installation and Ignition Timing
51
Installation
Figure 6-7: Flywheel Cross-Section
Finding TDC and Timing Degree Marks
51
52
53
Setting Timing of the Flywheel
54
Installation of Sheave and Flywheel
54
Installation
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Table 6-2: Screw Tightening Torques, Sheave and Flywheel
55
Figure 6-8: Flywheel Tolerances
56
Removal
56
Re-Installation
56
Table of Contents
Field Connections
56
Fuel Gas Piping
56
Figure 6-9: Typical 2804 Starter/Fuel Gas Piping

Air Starting System
57
57
General Information
58
Product Identification
58
Unit Specific Model # and Serial #
58
Table 6-5: Starter Motor Pressure Ratings and Part Numbers
58
Figure 6-10: Starter Motor Diagram
59
Air Starter Motor Precautions

Exhaust System
59
60
Exhaust Pipe and Mufflers
60
Exhaust Temperature Shutdown Settings
60
Sealing Electrical Fittings in Hazardous Locations using CHICO A Sealing Compound
61
Installation
61
Dam:
61
Use the EYS-TOOL-KIT to pack a proper fiber dam (do not use metal tools). Proceed as follows:
Compound:
Follow these instructions carefully:
61
61
61
For Applications Involving Groups C and D
62
For Group B Applications
62
Section 7: Unit Start-Up
63
General Information
63
Overview
63
Power Cylinder Pre-Start-up Servicing
63
Compressor Cylinder Pre-Start-up Servicing
64
Compressor Purging
65
Start-Up Procedure (with bypass)
66
Start-Up Procedure (without bypass)
68
Section 8: Lubrication Systems

General
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71
Table of Contents
Crankcase Lubrication System
71
Crankcase Oil Level Control
71
Figure 8-1: Oil Level at the center of the sight glass

Oil Control Baffle
Figure 8-2: Oil Control Baffle
72
72
Function and Design
72
Notes and Precautions:
72
Frame Oil Level
72
Baffle Maintenance
73
Figure 8-3: Cylinder 3 Shown, Typical Configuration at Cylinder Locations 1, 2, 4
73
Table 8-1: Baffle Fastener Torque table
73
Crankcase Oil Maintenance
74
Figure 8-4: Frame, Crosshead Guide, & Scavenging Chamber Drains
75
Figure 8-5: Lube Oil from Frame Mounted Supply Reservoir
76
77
Lubrication System Components

SMX Divider Valve
Base
77
77
78
Table 8-2: Metering Elements
78
Table 8-3: SMX Divider Valve Specifications
78
DNFT - LED Digital No-Flow Timer

Table 8-4: DNFT-LED Specifications
79
79
DNFT-LED Operation
79
Power Cylinder Lubrication
80
Power Cylinder Lubrication Rates(for DPC-2800 Series Compressors)
80
Table 8-5: Lubrication Rates - DPC-2804 & LE

Lubricating Oil Recommendations for Ajax Engine-Compressors (Ajax ES-1006)
80
81
General
81
Quality and Performance
81
General Specification
81
Table 8-6:Physical Properties of Recommended Oil
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81
Table of Contents
Ash Level
81
Viscosity Requirements
81
Figure 8-7: Oil Selection for Ambient Temperature

Low Temperature Operation Procedures
Table 8-7: Low Overnight Temperature Starting Chart
Crossheads
Section 9: Fuel System
Operating Instructions for plunger type, spill-port gas injection systems
General Description
Figure 9-1: Fuel System
Operation of the system
Figure 9-2: Fuel Suction Stroke
82
82
83
83
85
85
85
85
86
86
Hydraulic Fluid
87
Fluid supply Tank
87
Pump Assembly
87
Flow Control Valve
87
Injection Valve Assembly
87
Bleeder Cock
87
Bleeding of Air Before Starting
88
Gas Pressure
88
Adjusting Fuel Injection Valves
88
Figure 9-3 Fuel Injection Valve adjustments

Gas Injection Timing Instructions
Checking the gas injection timing on the DPC-2804LE engine
89
89
Figure 9-4: 2804LE Crankshaft with Straight Edge and Level Vial
89
Figure 9-5: View Looking from Flywheel Towards Control Box
90
Figure 9-6: Marked Keyway Locations
90
Ajax Jet Cell Operation and Maintenance
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91
Jet Cell Operation
91
Ignition Timing
91
Maintenance
92
Table of Contents
Spark Plugs
92
Fuel Admission Check Valves
93
Section 10: Cooling System

Cooling System
Figure 10-1 Engine Coolant Temperature
95
95
95
Compressor Cylinder Cooling
96
Precautions
96
Figure 10-2: Package Coolant Piping

Precautions
Belt Tensioning Procedure - Goulds Pump
97
98
Figure 10-3: Belt Tensioning Procedure - Goulds Pump
98
99
Belt Tensioning Procedure

Belt Tensioning Procedure - Peerless Pump
99
100
Figure 10-5: Belt Tensioning Procedure - Peerless Pump
100
100
100
Cooler
101
Cooler Operation and Maintenance
101
Fan and Drive
101
Lubrication
101
Tube Cleaning
102
Plug Leaks
102
Tube Leaks
102
Section 11: Power Cylinder Assembly

Power Cylinder
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103
103
Power Cylinder Wear
103
Air Intake Check Valves
103
Piston and Piston Rings, Power End
103
Figure 11-1: Engine Piston Ring Tapered Face
105
Figure 11-2: Engine Piston Ring Installation
105
Table of Contents
Power Piston Striking Clearance (Non-LE)
105
Engine Piston Rod Stuffing Box
106
Packing ring installation
106
Figure 11-3: Packing ring installation
106
Compressor piston rod stuffing box
107
107
107
Ajax Power Cylinder Balancing
107
Ajax Low Emissions Retrofit Conversions
108
Ajax Low Emissions Retrofit Conversions, 13-1/4 inch and 15 inch Bores - Assembly Procedure
Figure 11-5: Clearance Between the Piston and Head
Gas Cam Timing
Figure 11-6: Control Box and Cams
Ignition Timing
Igniter Assembly Installation
Figure 11-7: Igniter Assembly
Accessories
109
109
110
110
110
111
111
Spark plugs
111
Air intake filter
111
Breather cap
112
Main Bearing & Crankshaft Installation

Main Bearing Installation
Figure 11-8: DPC-2804 Series Main Bearing Installation
Crankshaft Installation
112
112
112
113
Figure 11-9: DPC-2804 Series Crankshaft Installation and Orientation
113
Figure 11-10: Lowering the Crankshaft into the Frame
114
Main/Thrust Bearing Installation
114
Bearing Clearances
114
Figure 11-11: Plastigage Measurement

Crankshaft Web Deflection
Figure 11-12: Compressor Pins, Center Main, for 3- and 4-Throw Crankshafts
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115
115
116
10
Table of Contents
Gas Injection Valves

Preventive Maintenance
Section 12: Compressor Cylinder Assembly
117
117
119
Performance
119
Clearance Adjustment - Compressor
119
Performance Curves - Compressor
119
Single Acting Operation
119
Hydrogen Sulfide Gas
120
Compressor Cylinder Maintenance
120
Compressor Cylinder Bodies
120
Cylinder Groups
120
Slip Liners
120
Shrink Liners
120
Compressor Pistons
120
Compressor Piston Rings
121
Table 12-1: Piston Ring Clearance

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
124
Section 13: Ignition

Altronic III Ignition - DPC-2804LE
127
127
Installation instructions
127
Engine
127
Rotation
127
Flange-Mount Unit
127
Primary Wiring
128
Table 13-1: Primary Wiring
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128
11
Table of Contents
Secondary Wiring
128
Dual Coils
128
Section 14: IGTB Governor
131
General
131
IGTB Governor
131
Figure 14-1 IGTB Governor
131
Table 14-1: RPM, Voltage, Pressure
131
Problem Diagnostics
Table 14-2: Problem Diagnostics
Section 15: Servicing for Extended Periods of Storage
132
132
135
Preparing For Extended Usage
135
Servicing After Extended Periods In Storage
136
Section 16: Preventive Maintenance Program
139
Section 17: Engineering Standards
Contents
143
143
ES 1002: LUBRICATION RECOMMENDATIONS FOR SUPERIOR RECIPROCATING

COMPRESSORS.
143
ES 1006: LUBRICATING OIL RECOMMENDATIONS FOR AJAX ENGINES - COMPRESSORS.
143
ES 4025: CRANKSHAFT WEB DEFLECTIONS FOR THREE AND FOUR CYLINDER AJAX
ENGINES
143
Section 18: Technical Documentation

Contents
AJAX
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161
161
1. TIB 061013 Catalytic Converter Installation and Maintenance instructions
161
2. TIB-AJ-1003: Ajax Non-LE, setting power piston crown height "striking clearance".
161
12
Message from GE Oil & Gas Compression Systems LLC
Thank you, for purchasing GE Oil & Gas Compression Systems LLC equipment! This Service Manual contains safety, operating and basic maintenance instructions for the AJAX series compressor frames.
GE Oil & Gas Compression Systems LLC 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 illustrations in this manual show details or options may not appear on your compressor frame.
Guards, covers or other protective mechanisms may have been removed for explanatory purposes. Any time a
question arises concerning your compressor or this instruction manual, please contact GE Oil & Gas Compression
Systems LLC for the latest available information.
It is very important that personnel associated with operation maintenance of the AJAX series compressor read this
manual 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 equipment.
THIS MANUAL CONTAINS CONFIDENTIAL AND PROPRIETARY INFORMATION FROM GE OIL & GAS
COMPRESSION SYSTEMS LLC. THIS MANUAL IS GIVEN TO USERS FOR THE PURPOSE OF PROVIDING
INFORMATION TO FACILITATE USE AND MAINTENANCE OF AJAX SERIES COMPRESSOR FRAMES
PURCHASED FROM GE OIL & GAS COMPRESSION SYSTEMS LLC. 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 GE Oil & Gas Compression
Systems LLC.
GE Oil & Gas Compression Systems LLC Policies

Standards
GE Oil & Gas Compression Systems LLC has developed several standards for our compressor addressing cooling
water quality, lubrication, and packaging. GE Oil & Gas Compression Systems LLC recommends that users of AJAX
compressors understand and follow these standards to get the best performance possible from the equipment. GE Oil
& Gas Compression Systems LLC also recommends that oil and gas production service packagers follow the
guidelines for prime movers described in the American Petroleum Institutes Specification for Packaged Reciprocating
Compressors for Oil and Gas Production Services (ISO13631). 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
ISO 13631.
Our Quality Policy

All GE Oil & Gas Compression Systems LLC employees will work to understand and to meet or exceed our
customers 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
AJAX
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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.

a. "Material and Workmanship Warranty": The Seller warrants to the Purchaser that the Equipment of Seller's own
manufacture to be supplied hereunder will be complete in all its parts, and, for the *Warranty Period - The
warranty period shall extend for 12 months from date of start-up, but shall not exceed 18 months from date of
shipment from factory. Warranty Period specified will be free from defects in material or workmanship caused
by the Seller and arising under normal and proper operating conditions; and that such Equipment will be
delivered free from any lawful security interest or other lien or encumbrance known to the Seller, except
security interests or other liens or encumbrances arising hereunder. The obligation of the Seller and the
Purchaser's sole and exclusive remedy hereunder shall be limited at the Seller's option:
1. To replacement or repair of any Equipment or parts thereof which are returned to the Seller's works
within the Warranty Period, transportation charges prepaid.
2. Should the Equipment or parts thereof be determined by the Seller to be so defective, however, as to
preclude the remedying of warranty defects by replacement or repair, the Purchaser's sole and exclusive
remedy shall then be a refund of the purchase price, less a reasonable charge for any utilization of the
Equipment by Purchaser.
3. Notwithstanding the foregoing, the Seller shall have no obligation as a result of improper storage,
installation, repairs or modifications not made by the Seller, or as a result of removal, improper use, or
misapplication of the Equipment after it has been delivered to the Purchaser.
4. Purchaser shall pay freight charges in connection with the return or replacement of the defective Equipment or parts.
b. "Performance Warranty": The Seller warrants that the Equipment of its own manufacture, when shipped and/or
installed, will operate within any performance characteristics which are expressly specified herein as a
performance guarantee. Any performance characteristics indicated herein which are not expressly stated as
guarantees are expected, "but not guaranteed". When factory testing is conducted for measuring and
performance guarantee of the Equipment purchased, then certified test results verifying any such guarantees
shall be considered both by the Purchaser and the Seller as conclusive. The Purchaser may have a
representative present when such factory tests are conducted, if requested at the time an order is placed.
Should Purchaser desire to conduct a field performance test to verify any performance guarantee, such test
must be conducted by Purchaser, at his expense, within thirty (30) days from the date of initial start-up of the
Equipment, and in accordance with the appropriate ASME Power Test Code, except as otherwise agreed in
writing by Seller. Seller shall be entitled to have a representative or representatives present to witness such
test and Purchaser shall reimburse Seller for the time and expense of such representatives at the Seller's
service rates then in effect at the time of the test. Purchaser shall give Seller fifteen (15) days written notice
prior to the date Purchaser intends to commence such test. If the field performance test is not conducted within
the aforesaid period all performance guarantees shall be deemed to have been met. In the event any Equipment
performance guarantee which is to be verified by the field performance test is not successfully demonstrated
within thirty (30) days from the commencement of such test, the obligation of the Seller and the Purchaser's
sole and exclusive remedy hereunder shall be that set forth in paragraph (a) above.
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14
Prerequisites
c. "OSHA" Warranty": The Seller warrants for installations within the United States that Equipment of its own
manufacture, when shipped, will be in compliance with the Occupational Safety and Health Act, and any and all
amendments thereto and regulations promulgated thereunder that may be in effect as of the date of the Seller's
quotation insofar as said law and regulations may pertain to the physical characteristics of the Equipment
"provided however", the Seller does not warrant such compliance with respect to the circumstances of use of
said Equipment and "provided further", the Seller makes no warranty with respect to the noise level of said
Equipment, when put into operation, since such noise levels will be influenced by and dependent upon the
environment into which the Equipment may be placed. The Seller's obligation and the Purchaser's sole remedy
with respect to this warranty shall be providing notice of any such non-compliance is given within one year from
the date of delivery of said Equipment to Purchaser, to repair or replace any part of said Equipment that is
proven to Seller's satisfaction not to have been in compliance with the Act as amended and regulations thereto
in effect as of the date of quotation or, if it be determined by Seller that the Equipment or parts thereof cannot be
repaired or replaced in such a manner as to put the Equipment in compliance, Purchaser's sole and exclusive
remedy shall then be a refund of the purchase price less a reasonable charge for any utilization of the
Equipment by Purchaser. Purchaser shall pay freight charges in connection with the return or replacement of
any Equipment or parts that are found not to be in compliance.Notwithstanding the foregoing, the Seller shall
have no obligation under this warranty as a result of installation, repairs or modifications not made by the Seller,
or as a result of removal, improper use, improper operation, or mis-application of the Equipment after it has been
delivered to the Purchaser.
d. "Warranty As To Equipment Not Made By The Seller": Equipment parts and accessories made by other
manufacturers and supplied hereunder by the Seller are warranted only to the extent of the original
manufacturer's warranty to the Seller.
e. "EXCEPT AS SET FORTH HEREIN, AND EXCEPT AS TO TITLE IT IS EXPRESSLY AGREED":
"THAT THERE IS NO IMPLIED WARRANTY OF MERCHANTABILITY, NOT OTHER WARRANTY,
EXPRESS, IMPLIED, OR STATUTORY, NOR ANY AFFIRMATION OF FACT, OR PROMISE BY THE
SELLER WITH REFERENCE TO THE EQUIPMENT OR PARTS THEREOF, OR OTHERWISE, WHICH
EXTENDS BEYOND THE DESCRIPTION OF THE EQUIPMENT AS SET FORTH HEREIN, AND (2) THAT
THE PURCHASER ACKNOWLEDGES THAT IT IS PURCHASING THE EQUIPMENT SOLELY ON THE
BASIS OF THE COMMITMENTS OF THE SELLER EXPRESSLY SET FORTH HEREIN".
DAMAGES. "IN NO EVENT SHALL SELLER BE LIABLE FOR SPECIAL, CONSEQUENTIAL OR
INCIDENTAL DAMAGES, NOR FOR LOSS OF ANTICIPATED PROFITS NOR FOR LOSS OF USE OF
ANY EQUIPMENT, INSTALLATION SYSTEM, OPERATION OR SERVICE INTO WHICH THE GOODS
OR PARTS MAY BE PUT, OR WITH RESPECT TO WHICH ANY SERVICES MAY BE PERFORMED BY
SELLER". "THIS LIMITATION ON SELLER'S LIABILITY SHALL APPLY TO ANY LIABILITY FOR DEFAULT
UNDER OR IN CONNECTION WITH THE GOODS, PARTS OF UNIT SALES OR SERVICES DELIVERED
HEREUNDER, WHETHER BASED ON WARRANTY, FAILURE OF OR DELAY IN DELIVERY OR
OTHERWISE". "ANY ACTION FOR BREACH OF CONTRACT HEREUNDER MUST BE COMMENCED
WITHIN ONE YEAR AFTER THE CAUSE OF ACTION HAS ACCRUED".
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
troubleshooting techniques. GE Oil & Gas Compression Systems LLC recommends that all personnel using this
manual should complete GE Oil & Gas Compression Systems LLCs AJAX Reciprocating Compressor
Training. Training includes the following:
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15
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
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
compressor performance control
Description and application of recommended maintenance: maintenance, critical repairs, and troubleshooting
For training, contact the GE Oil & Gas Compression Systems LLCs Learning Center by phone: 713-354-1296 or
by email: recip.tlc@ge.com.
Unrestricted copies of Service Bulletins are available at the GE Oil & Gas Compression Systems LLC web site. You
must have Adobe Acrobat Reader (version 6.0 or later) to view the bulletins.
GE Oil & Gas Compression Systems LLC Contact Information

For parts and customer service, contact by phone: 1-877-300-2550.
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16

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
precautions to be taken. Good judgment 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, GE Oil & Gas Compression Systems LLC. For training information, contact GE Oil & Gas
Compression Systems LLCs Learning Center by phone: 713-354-1296 or by email: recip.tlc@ge.com.
Danger, Caution and Note Symbols

DANGER SYMBOL
A DANGER Symbol, indicates that if the specified precaution is not heeded, there is a substantial risk of serious injury
or death along with damage to property. A DANGER may appear as follows:
CAUTION SYMBOL
A CAUTION Symbol, indicates that if the specified precaution is not heeded, damage to equipment and/or personal
injury may result. A CAUTION may appear as follows:
NOTE SYMBOL
A NOTE Symbol, indicates an essential operating procedure or condition which must be highlighted. A NOTICE may
appear as follows:
Some general precautions are listed in the following pages. Make sure that all personnel read these precautions and
adhere to them.
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Safety Decals
Safety Decals
Danger, Caution and Note Decals
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:
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Safety Decals
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Safety Decals
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General Precautions
General Precautions
1. Read and understand the instruction manual prior to operating this equipment to become familiar with the
safety, design and operating features.
2. Follow all safety rules and operating procedures put in place by the company that owns and operates this equipment.
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 owners material safety data sheets for additional information. (Remember: Antifreeze/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 OWNERS MATERIAL SAFETY
DATA SHEETS FOR EACH CLEANING PRODUCT FOR ADDITIONAL PRECAUTIONS.
10. Use fans, blowers, etc., during maintenance and clean-up work in enclosed areas to remove fumes from cleaning solvents and vented gases.
11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Always stand on stable
surfaces when working on this equipment.
12. Before starting any equipment, make sure all nearby personnel are aware of the start up and are clear of the
equipment.
13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or particles can penetrate
skin. Use cardboard or a similar material to check for leaks.
Engine Maintenance Precautions

Prior to performing maintenance, shut down unit and prevent the possibility of restart. Close the starting gas block
valve and remove the tubing line to the starting pilot valve. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE
START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed
on it.
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Do not ground the ignition system to shut down a spark gas engine. This can leave an explosive mixture in the engine
and exhaust system. Shut down the engine, by SHUTTING OFF THE FUEL SUPPLY.
Do not remove engine cover doors immediately after shutdown. this can cause a sudden rush of atmospheric air and
result in an explosive mixture in the crankcase. Allow the engine to cool until cover doors can be removed with bare
hands.
Check all safety shutdown devices (over speed, low oil pressure, high jacket water temperature, vibration, etc.)
according to the procedure and schedule in the maintenance section of this manual.
After completion of maintenance work, reconnect starter pilot valve line and open block valve. REMOVE MANUAL
BARRING DEVICE, if used during maintenance.
Before attempting to start a gas engine, it must be cranked with the fuel and ignition off to purge the exhaust system of
combustible gases. The engine should be cranked for a minimum of 15 seconds before the ignition is turned on and
then the fuel valve opened.
Be prepared to shut down the engine if an over speed or other control malfunction occurs on start-up.
Before replacing any studs, measure stud height from machined surface and position replacement stud to the same
height.
1. Shut down the Integral Engine Compressor first, then prevent it from being started before the work is done. (see
ENGINE MAINTENANCE PRECAUTION). THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE
START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed on it. Suctions and discharge block valves (see sight plan for location) must be closed to prevent gas
from flowing into the compressor during maintenance. (Gas pressure could rotate the compressor and cause
injury if not shut off and ventilated properly - see compressor section of this manual).
2. Before attempting any maintenance or repair on the compressor, vent all gas pressure from the cylinders, piping, and other pressurized components or chambers. Know the piping system associated with this compressor.
Open discharge blow down and/or bypass valves to vent system to atmosphere. ALLOW COMPRESSOR TO
COOL FOR AT LEAST 15 MINUTES BEFORE OPENING SUCTION OR INTER STAGE VENTS. Atmospheric air can be drawn in if a vacuum exists and can create an explosive mixture. CHECK LOCAL OR
PANEL PRESSURE GAUGES FOR ZERO READING BEFORE REMOVING ANY GAS PASSAGE
AJAX
22
COMPONENTS SUCH AS VALVES, VALVE CAPS, OR CYLINDER HEADS. Vent unloader control pressure line by loosening control line tubing fitting.
3. IF POISONOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL PLANT SAFETY
PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY GAS EQUIPMENT OR PIPING TO
AVOID INJURY OR DEATH DUE TO INHALATION OF SUCH SUBSTANCES.
4. Regularly check around compressor and piping gaskets and joints for leaks which could result in a fire or an
explosion.
5. Test 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 manufacturers data for each relief valve in
packaging section of manual).
6. Check all safety shutdown devices (No Flow for oil lube to divider blocks for packing and rings, high and low
gas pressures, vibration, etc.,) per the schedule in the maintenance section of this manual.
7. Remove electrical lockout function if motor driven when maintenance is completed and REMOVE MANUAL
BARRING DEVICE, if used during maintenance, before starting unit.
8. Before replacing any studs, measure stud height from machined surface and position replacement stud to the
same height.
AJAX
23
Section 3: Warranty
Section 3: Warranty
a. Material and Workmanship Warranty: The Seller warrants to the Purchaser that the Equipment of Sellers own
manufacture to be supplied hereunder will be complete in all its parts, and, for the *Warranty Period - The warranty period shall extend for 12 months from date of start-up, but shall not exceed 18 months from date of shipment from factory. Warranty Period specified will be free from defects in material or workmanship caused by
the Seller and arising under normal and proper operating conditions; and that such Equipment will be delivered
free from any lawful security interest or other lien or encumbrance known to the Seller, except security interests
or other liens or encumbrances arising hereunder. The obligation of the Seller and the Purchasers sole and
exclusive remedy hereunder shall be limited at the Sellers option:
1. To replacement or repair of any Equipment or parts thereof which are returned to the Sellers works
within the Warranty Period, transportation charges prepaid.
2. Should the Equipment or parts thereof be determined by the Seller to be so defective, however, as to preclude the remedying of warranty defects by replacement or repair, the Purchasers 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. Notwithstanding the foregoing, the Seller shall have no obligation as a result of improper storage, installation, repairs or modifications not made by the Seller, or as a result of removal, improper use, or misapplication of the Equipment after it has been delivered to the purchaser.
4. Purchaser shall pay freight charges in connection with the return or replacement of the defective Equipment or parts.
b. Performance Warranty: The Seller warrants that the Equipment of its own manufacture, when shipped and/or
installed, will operate within any performance characteristics which are expressly specified herein as a performance guarantee. Any performance characteristics indicated herein which are not expressly stated as guarantees are expected, but not guaranteed. When factory testing is conducted for measuring any performance
guarantee of the Equipment purchased, then certified test results verifying any such guarantees shall be considered both by the Purchaser and the Seller as conclusive. The Purchaser may have a representative present
when such factory tests are conducted, if requested at the time an order is placed. Should Purchaser desire to
conduct a field performance test to verify any performance guarantee, such test must be conducted by
Purchaser, at this expense, within thirty (30) days from the date of initial start-up of the Equipment, and in
accordance with the appropriate ASME Power Test Code, except as otherwise agreed in writing by Seller.
Seller shall be entitled to have a representative or representatives present to witness such test and Purchaser
shall reimburse Seller for the time and expense of such representatives at the Sellers service rates then in
effect at the time of the test. Purchase shall give Seller fifteen (15) days written notice prior to the date
Purchaser intends to commence such test. If the field performance test is not conducted within the aforesaid
period all performance guarantees shall be deemed to have been met. In the event any Equipment performance
guarantee which is to be verified by the field performance test is not successfully demonstrated within thirty
(30) days from the commencement of such test, the obligation of the Seller and Purchasers sole and exclusive
remedy hereunder shall be that set forth in paragraph (a) above.
AJAX
25

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 Sellers
quotation insofar as said law and regulations may pertain to the physical characteristics of the Equipment
provided however, the Seller does not warrant such compliance with respect to the noise level of said Equipment and provided further, the Seller makes no warranty with respect to the noise level of said Equipment,
when put into operation, since such noise levels will be influenced by and dependent upon the environment into
which the Equipment may be placed. The Sellers obligation and the Purchasers 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
Sellers 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, Purchasers sole and exclusive remedy shall
then be a refund of the purchase price less a reasonable charge for any utilization of the Equipment by
Purchaser. Purchaser shall pay freight charges in connection with the return or replacement of any Equipment
or parts that are found not to be in compliance. Notwithstanding the foregoing, the Seller shall have no obligation under this warranty as a result of installation, repairs or modifications not made by the Seller, or as a result
of removal, improper use, improper operation, or misapplication of the Equipment after it has been delivered to
the Purchaser.
d. Warranty As to Equipment Not Made By The Seller: Equipment parts and accessories made by other manufacturers and supplied hereunder by the Seller are warranted only to the extent of the original manufacturers
warranty to the Seller.
e. EXCEPT AS SET FORTH HEREIN, AND EXCEPT AS TO TITLE IT IS EXPRESSLY AGREED: THAT
THERE IS NO IMPLIED WARRANTY OF MERCHANTABILITY, NOT OTHER WARRANTY, EXPRESS,
IMPLIED, OR STATUTORY, NOR ANY AFFIRMATION OF FACT, OR PROMISE BY THE SELLER WITH
REFERENCE TO THE EQUIPMENT OR PARTS THEREOF, OR OTHERWISE,WHICH EXTENDS
BEYOND THE DESCRIPTION OF THE EQUIPMENT AS SET FORTH HEREIN, AND (2) THAT THE
PURCHASER ACKNOWLEDGES THAT IT IS PURCHASING THE EQUIPMENT SOLELY ON THE BASIS
OF THE COMMITMENTS OF THE SELLER EXPRESSLY SET FORTH HEREIN.
DAMAGES: IN NO EVENT SHALL SELLER BE LIABLE FOR SPECIAL, CONSEQUENTIAL OR
INCIDENTAL DAMAGES, NOR FOR LOSS OF ANTICIPATED PROFITS NOR FOR LOSS OF USE OF
ANY EQUIPMENT, INSTALLATION SYSTEM, OPERATION OR SERVICE INTO WHICH THE GOODS
OR PARTS MAY BE PUT, OR WITH RESPECT TO WHICH ANY SERVICES MAY BE PERFORMED BY
SELLER. THIS LIMITATION ON SELLERS LIABILITY SHALL APPLY TO ANY LIABILITY FOR DEFAULT
UNDER OR IN CONNECTION WITH THE GOODS, PARTS OF UNIT SALES OR SERVICES DELIVERED
HEREUNDER, WHETHER BASED ON WARRANTY, FAILURE OF OR DELAY IN DELIVERY
OTHERWISE. ANY ACTION FOR BREACH OF CONTRACT HEREUNDER MUST BE COMMENCED
WITHIN ONE YEAR AFTER THE CAUSE OF ACTION HAS ACCRUED.
.
AJAX
26

Basic Design
Engine & Frame
The heavy duty cast iron bed is mounted on a sturdy structural steel skid. The integral one piece forged steel
crankshaft has both engine crank throws and compressor crank throws. The three and four cylinder units use precision
sleeve type bronze backed bearings. The forged steel connecting rods in all units have precision bronze backed
bearings at the crank journal and bronze bushings at the crosshead end. Heavy duty babbited cast iron crossheads
and 4140 steel piston rods complete the drive train.
Piston
The engine pistons are made of cast iron, while the compressor pistons may be either cast iron or aluminum,
depending on the balancing requirements and the application.
Power Cylinder
The power cylinders which are of the ported two cycle design are made of high grade cast iron and have chrome plated
& iron nitrided bores based on application. Hard iron finishing is available for special applications.
Jet Cell
LE, or low emissions applications, use jet cells, or pre-combustion chambers, which are installed in the power cylinder
heads. The high-energy torch issuing from the pre-chamber allows the main chamber to be operated with a leaner
mixture and consistently ignited, as compared to a conventional spark plug ignition requiring a richer mixture for stable
combustion. 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 9.)
Compressor Cylinder
The compressor cylinders may be either cast iron or forged steel, depending on the pressure requirements of the
application.
Lubrication System
Lubrication of the crankcase, including crankshaft and layshaft assemblies, is accomplished with a combination of
splash and flood lubrication systems, while the power cylinders, compressor cylinders, and pressure packing are
lubricated through a pressurized force feed system. A manual or automatic prelube system provides lubrication to the
main bearings and crossheads prior to start-up.
Piston Rods
Power and compressor piston rods pass through stuffing boxes containing oil wiper packing, so the crankcase is
isolated from the by-products of the power and compressor cylinders.
Fuel System
A hydraulic fuel injection system injects the fuel gas into the power cylinders. High voltage, 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.
AJAX
27
Basic Application
To identify various components of the integral gas engine compressor, reference is made to the flywheel side and
cooler side of the unit. When standing at the power cylinder end, the cooler side of the unit is to the left while the
flywheel side is to the right. The power and compressor cylinders are numbered, starting at the flywheel side of the
unit. When viewed from the flywheel side, the crankshaft rotation is clockwise. Figure 4-1 shows the Ajax Integral Gas
Engine Compressor Unit.
Figure 4-1: 2804 Engine Compressor
Basic Application
Ajax engine compressor units are designed for continuous heavy duty operation and perform best when loaded near
rated capacity at the operating speed. Performance curves furnished for each unit show compressor capacity versus
suction and discharge pressures at maximum rated unit speed. The rated horsepower of the engine-compressor unit
can be used as the continuous duty design capacity less than or equal to 1500 feet above sea level and 100 degrees
Fahrenheit ambient temperature without de-ration.
When the engine compressor installation is located at an elevation greater than 1500 feet above sea level, or 1500
FASL, or in ambient temperature exceeding 100 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 that 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 percent 1,000 feet above 1,500 feet elevation and 1% for each 10 F temperature rise
above 100 F.

The two stroke cycle has one working stroke of the piston for each revolution of the crankshaft. Compression, firing,
expansion, exhaust, and scavenging take place in that order, and because these events are completed in two strokes
of the piston, this is called the two-cycle design. The piston moves toward the cylinder head, it first closes the intake
ports, then the exhaust ports, trapping a fresh charge of air. A charge of fuel gas is injected into the cylinder at this
AJAX
28

point. The piston compresses this mixture, which is ignited by the spark before but near top dead center (TDC). this
burning produces a rise in pressure, which forces the piston toward the crank end on its power stroke. Expansion of
the gases continues until the piston uncovers the exhaust ports, permitting escape of the burned gases. As the piston
moves further toward the crank, the intake ports open and the entering air displaces the remaining burned gases. After
reaching the crank end of the stroke, the piston starts toward the cylinder head on another cycle.
The crosshead construction of this engine-compressor permits complete isolation of the crankcase from the engine
cylinder chamber. By this design, the crank end of the piston and cylinder forms a scavenging chamber and provides
an efficient scavenging pump.
On the compression stroke, a partial vacuum is created in the scavenging chamber at the crank end of the cylinder.
The differential in pressure opens the check valves and a fresh air charge enters until the piston reaches the firing end
of the stroke. The power stroke of the piston snaps the check valves closed and compresses this air in the scavenging
chamber above atmospheric pressure. When the intake ports are opened in the cylinder, the slightly compressed air
transfers to the combustion chamber.
Figures 4-2 and 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 4-4 shows the
scavenging process which takes place while exhaust and intake ports are uncovered at the conclusion of the power
stroke.
Figure 4-2: Compression
Figure 4-3: Power
AJAX
29
Figure 4-4: Scavenging
AJAX
30

General Data
Table 5-1 General
1.
2.
Manufacturer and Packager

Model
3.
Type
4.
5.
6.
7.
8.
9.
10.
11.
Engine Standard
Compressor Standard
Expected Site Loading
Expected Site RPM
Expected Site Availability
Factory Re- Building
Site Overhaul Time
Expected Life
Cooper Compression - Ajax Division

Ajax 2804 & LE
Naturally aspirated, slow speed, 2-stroke cycle, integral gas
engine-compressor
DEMA
API 11P
100% of Maximum Continuous
300 - 440(100% of maximum, to minimum)
98%
No
40,000+ Hours
25-40 Years
Table 5-2 Power and RPMs
DPC-2804 - 845
1.
Rate Power (2804)
DPC-2804LE - 800
2.
3.
4.
5.
Rated Speed/ Overspeed (RPM)

Speed Range (RPM)
Minimum Loading Speed
Minimum Loading Torque
100 F and less than 1500 FASL

440 / 484 (this value is 10% above rate speed)
300 - 440
70%
70%
DPC - 2804 - 592
6.
Minimum Horsepower, Rated BHP

DPC-2804LE - 560
STD - 67.2
7.
Rated BMEP (PSI)

LE - 63.7
STD - 47.1
8.
BMEP minimum (PSI)
9.
Speed at 70% of Maximum (RPM)
LE - 44.6
308
Table 5-3 Basic Specifications - Engine
1.
Type
2.
Fuel Gas Consumption
2-Stroke, horizontal, naturally aspirated, directional port scavenged, gas injected, natural gas fuelled
STD - 8000 BTU/BHP-HR
LE - 7670 BTU/BHP-HR
Natural gas, raw or treated
AJAX
31
General Data
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
No. of Power Cylinder

Power Cylinder Bore (inches)
Power Cylinder Stroke (inches)
Cylinder Displacement, (Cubic Inches)
Piston Speed
Fuel Gas System
Speed Control
Exhaust Temperature Monitor
Exhaust Temperature at Full Load
DPC -2804 - 4
15
16
2,827 per cylinder
1,173 ft/min
Integrate Governor Throttle Body (IGTB), hydraulic gas injection
Manual (Standard)
Yes, individual cylinder
2804LE - 740F
10-12% above normal exhaust temperature (See Exhaust SysExhaust Temperature Shutdown.
tem in Section 5)
Cylinder Differential Temperature MAX
20
Crankshaft Rotation when facing flywheel
Clockwise
Table 5-4 Compressor
DPC -2803 - 2
1.
2.
3.
4.
5.
No. of Compression Throws

DPC -2804 - 3
11
807 @440
2.5 (Standard)
40,000
Compressor Cylinder Stroke (inches)

Compressor Piston Speed (RPM
Rod Diameter (inches)
Maximum Allowable Rod Load (lbs)
Table 5-5 Auxiliary Systems
1.
2.
3.
4.
Speed Governing
Ignition System (standard)
Panel and Control System (standard)
Air Cooler
IGTB Woodward - Ajax Electronic 24 VDC Governor

Altronic III
Altronic solid-state digital electronic devices
Fin fan type, belt driven from crankshaft
Table 5-6 Estimated Weighs & Dimensions
Component
Main Skid
Cooler Skid
L (in)
315
INCL
W(in)
295
INCL
H(in)
156
INCL
Weight (lbs)
110,500
INCL
Table 5-7 Engine Component Dimensional & Clearance Data
Item
15 Cylinder Bore
15 Piston Skirt Diameter
15 Piston to Cylinder Clearance
15 Piston Ring 1 & 2 Side Clearance
15 Piston Ring 3 & 4 Side Clearance
15 Piston Ring End Gap (Ring 1)
Piston Rod
AJAX
As New Limits
(inches)
14.997 - 15.001
14.968 - 14.970
.027 - .033
.010 - .0125
.008 - .0105
.115-.130
.115-.125
.125-.135
.115-.125
2.497 - 2.500
Max. Acceptable (inches)

Up to 15.013, Max .002 TIR
Down to 14.961
Up to .045
Up to .015
Up to .013
Down to 2.495
32
General Data
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
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
Table 5-8 Compressor Component Dimensional and Clearance Data
Item
Cylinder Bore
Piston Rings & Riders
Piston-to-Cylinder Clearance
Piston Rod, 21/2
Piston Rod, 21/4
Crosshead Guide
Crosshead O.D.
Crosshead-To-Guide Clr.
Connecting Rod Pin Bushing I.D.
Crosshead Pin O.D.
Pin Bushing-to-Pin Clearance
Connecting Rod Bearing I.D.
Crank Pin O.D.
Crank Pin-to-Rod Bearing Clearance
As New Limits (inches)

**
**
**
2.497 -2.500
2.249 - 2.250
11.999 - 12.001
11.984 - 11.986
.011 - .015
4.5035 - 4.5062
4.4995 - 4.500
.0044 - .006
7.503 - 7.505
7.499 - 7.500
.0042 - .0066
Max. Acceptable (inches)

**
**
**
2.495
2.2455
Up to 12.008
Down to 11.982
Up to .018
Up to 4.507
Down to 5.4985
Up to .0066
Up to 7.506
Down to 7.498
Up to .008
** contact the Technical Support Department at Ajax

Table 5-9 Torque Table for Critical Ajax Fasteners
Fastener Location
Flywheel shrink disk

Drive shaft shrink disk
Main bearing cap
AJAX
Type of Unit (Reference Note #1)

Frame and Crankshaft
Bolts
All
Bolts
All
Studs
3&4
Type of Fastener
Torque (lb-ft) (Note #2 or other

indicator)
185
185
250
33
General Data
Main bearing cap
Tie bars to frame
Top Center for crosshead guide
Power cylinder to frame
Connecting rod caps
Power cylinder side cover plate
Head to cylinder
Head to cylinder
Head to cylinder
Head to cylinder
Pre-chamber hold down flange
Pilot fuel check valve clamp
Spark plugs
Indicator cock
Control Box and Layshaft
Control box to frame
Control box to frame
Support bracket on crank end of layshaft
Cover on crank side of control box
Caps for hydraulic power plungers
Cover on top of control box
Gears in control box
Cams in control box
Ajax governor drive gear
Woodward gov. drive gear
Compressor guide to frame
Rod packing assy to x-head guide
Piston rod to crosshead
Crosshead set screws
Crosshead jam nuts
Stud nuts
3&4
Bolts
3&4
Bolts
3
Bolts
All
Bolts
All, P & C
Allen Bolts
All
Cylinder Head
Studs
15 Bore
Stud nuts
15 Bore
Studs
13-1/4 Bore
Stud nuts
13-1/4 Bore
Bolts
All LE
Bolts
All LE
Plugs
All
Valve
All
1
Stud nuts
1
Stud nuts
3, & 4
Bolts
All
Bolts
All
Bolts
All
Bolts
All
Set Screws
All
Set Screws
All
Nut
All
Nut
All
Crosshead and Piston Rod
Stud nuts
All, C
Bolts
All
Nut
All, P & C
Set screws
All
Nuts
All
360
260
100
490
650 - 700
38
220 -250
600
600
490
70
15
60
70
95
160
45
10 -12
11
25
25
25
0.003 - 0.006 clearance
7 - 15 (line up with pin)
280 - 300
38
3200
55
50
Note #1: Key to Type of Unit Abbreviations"

4
P
C
2804
Power Side
Compressor
Note #2: Torques are based on the use of Lubriplate
AJAX
34
General Data
Table 5-10 General Torque Table for Fasteners (for use when a specific torque is not specified)
Fastener Size: By
Number or
Thread Dia.
#8
#8
#10
#10
Threads Per Inch Torque (lb-ft) With Lockwasher
Torque (lb-ft) Without Lockwasher
32
36
24
32
20
2
2
3
3
5
2.5
2.5
3.7
3.7
6
28
18
6
10
7.5
12
24
16
11
17
13
20
24
14
18
28
21
34
20
13
30
43
36
53
20
12
50
62
60
75
18
11
71
85
85
103
18
10
100
155
120
190
16
9
190
250
225
310
14
8
280
340
340
415
12
385
460
14
400
475
1/4
5/16
3/8
7/16
1/2
9/16
5/8
3/4
7/8
Fastener Size: By
Number or
Threads Per Inch Torque (lb-ft) With Lockwasher
Torque (lb-ft) Without Lockwasher
Thread Dia.
AJAX
450
550
1-1/8
475
575
1-1/4
12
7
525
660
625
795
35
General Data
1-3/8
1-1/2
1-5/8
1-3/4
690
830
12
6
760
870
895
1020
940
1090
12
6
1000
1150
1150
1370
1220
1440
12
6
1310
1430
1530
1690
1510
1770
12
8
1610
1920
1870
2260
10
1990
2330
12
2050
2400
Qualifying Notes:
l
Torque values are for Grade 5 fasteners.
Values are Based on the use of Lubriplate.
AJAX
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).
36
Figure 5-1 Crankcase and Main Bearing Journal Group
Crankshaft Main Bearing Journal Group 8.374-8.375

Main Bearing Inside Diameter Assembled 8.379-8.381
Main Bearing Caps and Tie Bars are match-marked with the Crankcase to facilitate re-assembly in correct location.
AJAX
37
Figure 5-2 Power Cylinder Group
Cylinder Bore
Wear Limit* (*Do not wear through chrome plating in bore.)
Exhaust Flange Size
AJAX
14.977-15.001
15.009-15.013
10 150#
38
Figure 5-3 Power Piston, Crosshead, and Connecting Rod Group
Crankshaft Crankpin Diameter

Crankpin Bearing Inside Diameter Assembled
Crosshead Pin Diameter
Crosshead Pin Bushing Inside Diameter Assembled
Crosshead Diameter
Piston Skirt Diameter
AJAX
7.499-7.500
7.503-7.505
5.4995-5.500
5.5044-5.5069
11.987-11.989
14.968-14.970
39
Figure 5-4 Compressor Crosshead and Connection Rod Group
Crankshaft Crankpin Diameter

Crankpin Bearing Inside Diameter Assembled
Crosshead Pin Diameter
Crosshead Pin Bushing Inside Diameter Assembled
Crosshead Diameter
7.499-7.500
7.503-7.505
4.499-4.500
4.503-4.505
11.984-11.986

The following tables reveal typical noise data for the Ajax 2804LE Engine-Compressors These data are expressed as
Sound Pressure Levels(SPL) and they are based on typical packages with standard coolers, standard intake air
systems, and VANEC 141 exhaust silencers. These data are based on free field conditions. When reflective walls,
such as steel, are present, then the levels will be slightly increased. When attenuation walls are placed between the
units and the microphone, then the noise levels are substantially reduced, so, SPLs are affected by the surroundings
of the unit.
In the following tables, the SPLs are expressed as weighted averages in dBA with the units operating at the design
rated RPM.
Table 5-11 lists the SPLs at ten feet from the power cylinders and at ten feet from the exhaust silencer.
Tables 5-12 express noise data as functions of frequencies at greater distances from these packages
Table 5-11 Sound Pressure Levels 2804LE
Engine Model
RPM
BHP
DPC-2804LE
440
800
AJAX
Avg. Weighted dBA (10

Feet from Engine)
90
Avg. Weighted dBA (10 Feet

from Exh. Silencer)
91
40
Special Tools
Table 5-12 Sound Pressure Levels Vs. Frequencies - 2804LE
Frequencies (Hz)
2804LE Sound Pressure
Levels @ 500 Feet (dB)
2804LE Sound Pressure
Levels @ 1000 Feet (dB)
31.5
63
125
250
500
1000
2000
4000
8000
75
74
70
57
58
57
58
48
36
69
68
64
51
52
51
49
39
24
Special Tools
Figure 5-5: Special Tools
Item #
1
2
3
4
5
6
7
8
Part #
ZBM-2123
ZBM-2122
ZBM-2121
ZSK-8757-1
ZA-3675-B
ZBM-11655
ZBM-21081
ZBM-11738-1
9
10
ZT-939-D
ZA-2921
AJAX
Ajax Standard Supply: Special Tools

Description
1/4" HEX SOCKET KEY
3/16" HEX SOCKET KEY
5/32" HEX SOCKET KEY
SHIPPING TAG
JACKING BAR - FLYWHEEL
SPANNER WRENCH - FUEL VALVE
1 1/8" - TORQUE ADAPTOR
LUBRICANT
Ajax Optional Supply: Special Tools
GUIDE- ROD PACKING
WRENCH - PISTON NUT
QTY
1
1
1
5
1
1
1
1
1
1
41

Installation Design for Permanent Ajax Compressor Packages
When designing the engine compressor installation, several factors should be taken into consideration which can
affect the overall performance of the installation:
l
An adequate foundation must be provided to assure a stationary mounting base for the engine-compressor skid
and any accessory equipment not mounted on the skid. If the unit is installed inside a building or adjacent to
other machinery, sufficient space must be allowed around the unit to facilitate maintenance and service work
(refer to the unit's foundation drawing).
Avoid arrangements that allow hot air from the muffler or cooler to flow to the air inlet of the cooler or air cleaner.
It is recommended that the engine-compressor skid and accessories be placed on grouting on the foundation to
ensure full, even bearing support under the equipment. Grouting is poured after the equipment has been properly
set and aligned on the foundation. For a grouted installation, the foundation top surface should have a rough surface (not trowelled) to ensure an optimal grout-to-cement bond.
Remote air cleaners may be located outside the building to avoid heat generated by the unit; however, direction
of prevailing winds should be considered in their location.
Installation of units inside buildings should be designed to allow for the passage of hot air from the coolers to the
outside through adequate natural ventilation or through ducting to the outside of the building. Unitized vertical
discharge coolers may frequently be installed outside the building to ease the disposal of heated air.
The exhaust system must be properly designed for the operating conditions of the engine-compressor, both for
proper scavenging of the power cylinders, and for correct dissipation of exhaust heat.
The instrument panel should be placed in a location convenient for the operator.
Foundation
In designing the foundation, the static and dynamic loads must both be considered. The unbalanced forces and
couples of each engine compressor unit are available, on request, from the service branch or factory.
The foundation design must include anchor bolts to secure the engine-compressor unit. Anchor bolts must be located
to achieve precise alignment with the skids anchor bolt holes (refer to the unit foundation drawing). Use sufficiently
long anchor bolts to ensure deep placement and adequate length above the foundation (account for full thread
engagement of nuts and space required for grouting).
Preferred practice is to set anchor bolts while pouring concrete for the foundation. A common practice is to use
canister-style anchor bolts to afford position adjustment capability. Here, the anchor bolt is centered inside a piece of
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43

2 to 2-1/2 pipe and positioned so the top of the pipe is flush with the top of the completed foundation. The open pipe
end should be blocked to keep foundation concrete out. This approach is illustrated in Figure 6-1.
Figure 6-1: Canister Bolt Detail
If the foundation has already been poured, then anchor bolts may be set by first drilling holes in the foundation and then
placing and grouting the anchor bolts in. Sulphuring, a means to dissolve concrete, may also be used to create anchor
bolt holes.
In soils having a low load support capacity, a wider and longer foundation or one which angles out at the bottom should
be used to distribute the load over a larger area on the bottom face of the foundation.
If the soil bearing capacity is questionable, it is highly recommended that a soil analysis be made prior to designing or
pouring the foundation. If unsuitable soil is encountered, the foundation design must be changed to accommodate the
soil.

Allow foundation concrete to cure for at least 28 days before installing an engine-compressor package. Using ASTM C
805 & ASTM C 157-80 guidelines, a concrete physical properties test may be performed to ensure that sufficient
curing has occurred. Any concrete-related problems that may exist, such as low tensile or compressive strength, may
be detected at this time. If the concrete is ready for engine compressor installation and grouting, then proceed with
foundation surface preparation.
In order to achieve optimal grout-to-concrete bonding, prepare surfaces for grouting by chipping away all laitance, oilsoaked concrete, and damaged concrete until 50% aggregate is exposed (the foundation contractor may have already
prepared the foundation in this manner). A chipping hammer or 15-pound chipping gun (with chisel point) may be used
for chipping.
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44
Rebar wickets or dowels may be used to provide additional mechanical locks between grout and concrete. These may
be set by drilling into the foundation and inserting the wickets or dowels. Locate the wickets/dowels away from
foundation anchor bolts. Exposed length above the foundation surface should be limited to 60% of the grout thickness
(1-1/2 maximum for 2-1/2 grout thickness).
Determine whether or not grout expansion joints are required. Foam strips or other suitable (compressible, temporary)
material may be used. Strips may be secured to the foundation with glue; apply wax to exposed surfaces to allow easy
removal after the grout has cured. If a crane is to be used to place the engine-compressor unit, then expansion joints
may be installed in advance.
Set leveling planes in level position on the foundation under the leveling screw locations.
Clean all residual paint, oil, grease and dirt from all surfaces which will come into contact with grout. For final surface
preparation follow specific grout manufacturer's recommendations for cleaning based on grout type used.
The end result will be a properly prepared foundation ready for setting the engine-compressor package.
Ajax recommends that the skid bottom in contact with grout be free from all paint, grease, primer, or other material that
could inhibit grout bonding. Wipe surface of skid to be in contact with grout with appropriate solvent / cleaner as
recommend by the grout manufacturer.

The engine-compressor mounted skid is normally set directly on the foundation block. Where overhead space and/or
crane capacity permit, the unit may be lifted using brackets or lifting lugs (provided) and placed over the foundation
anchor bolts. Lifting cables must be provided with spreaders so that the lifting cables will remain parallel to the vertical
center-line of the unit.
If overhead lifting capacity is not available, then jacks and rollers (cribbing) may be used to move the unit into place
over the foundation anchor bolts.
Lower the engine-compressor unit to its final elevation. Allow 2 nominal clearance between the foundation and skid (13/4 minimum, 2-1/2 maximum). This clearance is recommended to allow sufficient room for placing grout to all
necessary locations beneath the skid. Use leveling screws to make final skid elevation adjustments such that all
mounting pads are at the prescribed elevation.
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45

Perform web deflection measurements on the engine to check crankshaft alignment. Use these measurements to finetune the engine-compressor elevation using the leveling screws. For long term engine performance it is essential that
web deflections are held within specification (see Ajax-Superior Engineering Standard ES-4025: Crankshaft Web
Deflections for Three- and Four- Cylinder Ajax Engines).
Both compressor unit and cooler drive sheaves (pulleys) should properly align if both inertia-base units were properly
set and coupled together. Drive alignment may be checked by drawing a line taut between adjacent faces of the two
sheaves, lined up to intersect the two hubs. When the drive is properly aligned, the string will just touch the face of
each sheave at the points where it crosses the sheave rims. Figure 6-2 illustrates this procedure.
Figure 6-2: Sheave Alignment Procedure
With proper sheave alignment achieved, install belts on cooler drive and re-check alignment. Accurate alignment is
essential to ensure acceptable drive component service life and to eliminate detrimental loads and vibrations.
After properly positioning the engine-compressor unit, then finish up by taping off or paste-waxing all leveling screw
threads so screws can be removed after the grout has cured.
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46
Grout
Grout
Grout should have the following characteristics:
l
A consistency which will allow proper placement
High bonding strength
High dimensional stability
Strength to transmit static and dynamic forces from unit to foundation
Grout may be either of the conventional (cement based) type or of the epoxy resin type. Each type has advantages and
disadvantages.
Be aware that total package weight is dependent on the number and size of compressor cylinders, and the number of
compression stages and associated pressure vessels. If needed, grout manufacturer representatives can help in the
grout selection process.
Table 6-1: Grout Compressive Strength Requirement Estimates (for reference only)
Ajax Compressor
Approximate Unit
Minimum Standard Skid Grouted
Base Unit
Weight (lb.)
Footprint (ft)
2804
85,000
66.4
: Minimum footprint comprised of primary longitudinal skid members only.
:Compressive Strength (Pressure) = Unit Weight / Skid Footprint Area.
Min. Grout Compressive

Strength (psi)
8.9
All grout should be mixed according to manufacturers instructions and recommendations.All longitudinal skid
members must be grouted. Major load-bearing lateral skid members should also be grouted. Grout the skid base using
procedures suitable to the application or unit involved. The final grout level should be approximately up to the skid
flange thickness. Care must be taken to provide adequate forms to retain grout. Remove any excess grout before it
has been completely set.
Final Grouting Instructions

After grout has set and cured sufficiently to carry the weight of the unit, relieve the load on all leveling screws.
Properly tighten foundation bolts after grout has sufficiently cured, and then recheck alignment. Remove temporary
expansion joint materials and fill expansion joints with joint compound.

Inertia-base skids consist of two coupled, concrete-filled portions to serve as a compressor assemblys foundation,
one portion for the compressor unit and one portion for its cooler . Used primarily on larger AJAX 2804 & LE models,
inertia-base skids allow these units to be semi- portable and hence more flexible to the customer. A typical AJAX
inertia-base skid is presented in Figure 6-3.
AJAX
47

A carefully prepared earth bed must be constructed prior to setting an inertia-base AJAX unit. Long-term compressor
performance and viability is enhanced if:
l
The site is analyzed for its load bearing capacity. This is especially true if the soil load bearing capacity is questionable. If unsuitable soil is encountered, then a solid foundation base must be constructed.
The earth bed is properly constructed to achieve proper coupling between unit and cooler skids. Specifically,
both skids must remain flat with respect to each other so that proper cooler drive belt coupling is maintained.
The bed is adequately sand filled to allow the complete compressor assembly to "settle in". When settled in,
friction between bed and skid is maximum and its tendency to move is minimized.
Pit Preparation: A shallow pit must be dug into the earth to accommodate both inertia-base skid portions. Actual pit
size (footprint) will vary depending on which inertia-base skid is used. Figure 6-4 provides an overhead illustration
showing typical pit dimensions. Pit boundaries should lay approximately 6-inches from each inertia-base skid outer
beam.
Figure 6-3: Typical Concrete-filled AJAX Inertia-base Skid
AJAX
48
Figure 6-4: Typical Pit Dimensions for Inertia-base Units
Pit depth must be sufficient to accommodate one-fourth of the skid outer beam height plus 6-inches for the sand bed.
Inertia- base skid height H is typically 12-inches (WF12 x 10 x 53# beams), corresponding to a 9- inch pit depth (1/4
x 12 + 6 = 9). See Figure 6-5 for an illustration. The pit must also be level and well drained. Completely fill the pit with a
6 layer of sand onto which the inertia-base assemblies will be set. Sand with particle size (diameter) < 2 mm is
recommended as it offers greater sand surface area to better hold the compressor bases.
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49
Figure 6-5: Recommended Pit Depth and Sand Pad Specification

When setting inertia-base compressor units, AJAX recommends the compressor portion be set first as it is the heavier
portion.
Use a crane to lift the inertia-base compressor portion above its designated sand pit area. Use care when lifting this
unit to avoid excessive bending/twisting. Carefully locate and orient the unit before lowering it onto the sand pad.
When final positioning is achieved, attach both Spreader Beam couplers to the skid (ref. Figure 6-6).
Use a crane to lift the inertia-base cooler portion above its sand pit area. Use care when locating this unit so spreader
beam alignment may be achieved. Lower this unit onto the sand pad, making certain that both sections are at the same
vertical elevation. When final positioning is achieved, attach both spreader beam couplers to the skid.
After the complete inertia-base compressor unit has been set and coupled together, put additional sand along the full
length of the skid outside rails. The top of the ramped-up sand should be halfway up the skid rail height as illustrated in
Figure 6-6.
After the compressor begins operation, energy from the skid will pull sand under the skid, filling voids and building up
a dense and reliable foundation base. Additional sand must be added to areas where sand migrates under the skid. In
this way the inertia-base compressor package settles in resulting in a smooth running unit.
AJAX
50
Figure 6-6: Recommended Sand Placement following Unit Placement
Setting inertia-base compressor units onto sand pads that are not below grade is NOT RECOMMENDED.

Ajax engine-compressor units are sold as completely packaged units, including all water piping and all gas piping
between the unit suction flange and final discharge flange. Piping is prefabricated at the factory and shipped to the job
site for installation. By following the piping layout furnished with the unit, it is a routine job to connect the prefabricated
lines.
The flange connections on the fabricated gas lines are numbered to facilitate correct assembly. The contract number is
also stamped on the flange to aid in matching the piping to the unit.
Air cleaners must be installed on the unit at the compressor job site. Exhaust piping, and gas or air starting piping
sometimes are not supplied by Ajax and are often fabricated in the field to suit the specific job location requirements.

This procedure covers the installation of the keyless shrink disk 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. Using properly rated hoist, stand the flywheel up on its edge, allowing access to both sides of the flywheel.
AJAX
51
2. Remove the rust inhibitor paper from the inside of the machined split ring on the shrink disk. Remove shrink
disk (collar, inner ring, and locking screws) from shipping container. Verify that the supplied locking screw
threads, screw head bearing area, and the taper of the inner ring are lubricated. If not, lubricate with molybdenum disulfide grease, such as Molykote GN paste or equivalent.
3. Place the shrink disk and split ring assembly on the machined diameter of the flywheel.
4. The bolts to be used on the shrink disk are metric. A 16 mm (FWF2500-1600) hardened flat washer is required
for every bolt. Start each bolt into the shrink disk, but DO NOT TIGHTEN.
Figure 6-7: 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.
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.
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52

8. After the flywheel is installed, snug several of the bolts in a criss-cross pattern to lock the flywheel to the crankshaft.
9. Remove the crosshead side access door from power cylinder one.
10. Set the timing pointer on the ignition bracket, allowing 1/8 inch clearance from the flywheel. Adjust the pointer
until it is located in the middle of vertical slot on the bracket.
Finding TDC and Timing Degree Marks

11. Place a 4 inch long bar or equivalent between the end of the crosshead and the packing case 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 the bar.
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
case flange. 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 the bar. Rotate the engine to allow access to both of the temporary marks.
18. Measure the distance between the marks along the circumference of the flywheel. 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.
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
3 = 11/4 inch Flywheel O.D. distance
9 = 33/4 inch Flywheel O.D. distance
11 = 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.
AJAX
53

21. Ensure that the ignition pickup coils are in the proper holes.
l
3 = Top Holes
9 = Two Holes From the Bottom
11 = Bottom Holes
26. 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.
27. When certain that the permanent marks are correct, tighten and torque all flywheel bolts.
28. 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.
29. Stamp the engine serial numbers on the crankshaft and hub of the flywheel.
30. Chisel mark a line on the OD of the flywheel at TDC. Metal stamp a 0 next to this mark.
31. Chisel mark a line at either the 3 degree, 9 degree, or 11 degree (depending on model) on the OD of the
flywheel. Metal stamp the correct timing value next to this mark.
32. 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.
The 2804 engine does not use Flywheel magnets and pickup coils. When finished with step 20 go directly to step 26.
The magneto should be adjusted via the slotted holes on the mounting flange until the cylinder #1 is aligned with the
flywheel timing marks.

The flywheels and sheave of Ajax models are installed with a SHRINKDISK locking device, which is inserted over
the hub of the flywheel (or sheave) and locks them to the crankshaft. The special procedures which must be followed
for installation and removal are as follows:
Installation
1. Clean the flywheel (or sheave) hub, bore, and mating diameter on the crankshaft. Surfaces must be dry and free
of any burrs, rust, or lubricants.
2. Remove SHRINKDISK (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.
AJAX
54

3. Slide Half Shrink Disk (collar and inner ring) over hub projection and push is to required position. The hub outside diameter may be greased.
4. Put the locking screws with hardened washers through the web clearance holes and screw them into the corresponding collar holes, finger tight. See Figure 6-7:
5. Slide hub over shaft to desired position.
6. Take any 3 or 4 locking screws equally spaced and snug them up to establish a parallel or perpendicular
position of the Shrink Disk collar relative to the hub web or shaft, respectively. This will seat the collar on the
taper of the Inner ring and avoid cocking of the collar.
7. Using a torque wrench, tighten all locking screws gradually (no more than 1/2 turn on each screw at one time)
and all the way around, in either a clockwise or a counter clockwise sequence (not in diametrically opposite
sequence). Several passes are required until all screws are torqued to the specified tightening torque. See
Table 6-2
Table 6-2: Screw Tightening Torques, Sheave and Flywheel
Part Number
BM-11878-D-1
BM-11878-E-2
Hub of
Sheave
Flywheel
Unit Model
2804
2804
Torque ft-LPs
185
185
8. Check and make sure that no screw will turn any more by applying specified tightening torque. Only then is the
installation completed.
9. After final tightening of screws, check flywheel run-out. If run-out exceeds maximum, loosen all socket head
screws and tap flywheel into position using a soft hammer on wood block. Re tighten screws following same
sequence as before, and check that runout is within tolerance.
AJAX
55
Field Connections
Figure 6-8: Flywheel Tolerances
Removal
1. Gradually release locking screws all the way around. Initially each screw should be released about a quarter of
a turn only. Thus tilting and 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 refer Figure 6-9. 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.
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.
Particular attention should be given to orifice sizing and spring selection in the regulator to insure maintenance of
correct fuel pressure to the engine.
(See Fisher Series 627 Manual in the Ajax Vendor Literature Composite Manual for more detailed information on the
Fisher pressure regulator.)
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 Composite
Manual for safety, operation, installation, and maintenance information for this shut-off valve).
AJAX
56
Air Starting System
Figure 6-9: Typical 2804 Starter/Fuel Gas Piping
Air Starting System

A TDI Model T100-B air starting motor is standard on all DPC-2800 series engine-compressors. This permits the use
of air or gas at approximately 60 to 90 PSI for low pressure applications to 150 PSI for high pressure applications. The
starting motor is equipped with a starter pinion gear, which engages with a gear on the flywheel to start the unit.
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57
Air Starting System

General Information
The T100 TURBOTWIN models are turbine driven starters with an inertially engaged starter drive. The TURBOTWIN
models are suited to operate within a wide range of inlet pressures and ambient temperatures. The engine size and
parasitic loading will determine the exact minimum pressure that will assure reliable starting.
The T100 TURBOTWIN starters are designed for operation with compressed air or natural gas; materials used are
compatible with sour natural gas and marine environments. Small amounts of liquid or foreign matter in the air stream
will not adversely affect TURBOTWIN starter; no lubrication is required in the air supply.
Product Identification
The starter nameplate, attached to the turbine housing, contains the following information:
l
model number
serial number
part number
direction of rotation
maximum rated operating pressure
Right hand rotation is defined as clockwise rotation as viewed from the pinion end of the starter. Left hand rotation is
counter-clockwise rotation viewed from the pinion end of the starter.
Unit Specific Model # and Serial #

Table 6-5: 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
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58
Air Starting System
Figure 6-10: Starter Motor Diagram
The maximum operating pressure is also stamped on the nameplate. This pressure is measured at the check port on
the starter inlet with the starter in operation.
Air Starter Motor Precautions

The following precautions should be taken when installing or servicing the TDI T100-B starter motor.
AJAX
59
Exhaust System
Exhaust System
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:
Developed Exhaust Length
All 2800 LE Units
15' 6"
All 2800 Non-LE Units
15'
l
The full length of the exhaust pipe must be the same pipe size as the flange on the exhaust manifold.
Use as few elbows as possible, preferably no more than two, and always use long radius elbows.
Mufflers should be installed at the end of the recommended length of exhaust pipe.
Exhaust Temperature Shutdown Settings

Normal exhaust temperatures will vary from unit to unit as the result of a number of variables, i.e.load, heat value and
constituents of fuel gas, ambient temperature, altitude, inlet air filter arrangement, etc.
To establish a normal exhaust temperature, the unit should be loaded and run until all engine parameters are stable, i.e.
load, engine and compressor jacket water temperature, oil temperature, etc. Once this is accomplished, record your
exhaust temperatures as normal for subject unit.
The set point for high exhaust temperature shutdown can now be set at 10-12% above normal exhaust temperature.
Example: If normal exhaust temperature = 700 F, then the high exhaust temperature shutdown setting = 780 F.
Maximum exhaust temperature shutdown settings should not exceed 820 F on any Ajax engine.
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60
Sealing Electrical Fittings in Hazardous Locations using CHICO A

Sealing Compound
Installation
Dam:
Using Chico X Fiber, make a dam in each conduit hub (except the one extending upward) so that the Chico A
sealing compound, while fluid, cannot leak out of the sealing chamber.
Use the EYS-TOOL-KIT to pack a proper fiber dam (do not use metal tools). Proceed as follows:
1. Force the conductors forward
2. Pack fiber into each conduit hub behind the conductors.
3. Push the conductors backward and force them apart.
4. Pack fiber between and around the conductors in each conduit hub. It is important that the conductors be permanently separated from each other, so that the sealing compound will surround each conductor.
5. Pack fiber into each conduit hub in front of the conductors.
6. If the Condulet is of a type or size that has a separate work opening, this should be closed by its cover before
pouring the seal.
Compound:
Follow these instructions carefully:
Use a CLEAN mixing vessel for every batch. Particles of previous batches or dirt may spoil the seal. The
recommended proportions are, by VOLUME 2 parts of Chico A compound to 1 part of clean water. Do not mix more
AJAX
61

than can be poured in 15 minutes after water is added. Use cold water.Warm water increases speed of setting. Stir
immediately and thoroughly.
For Applications Involving Groups C and D
For Group B Applications
For detailed safety instructions on the "Chico A" electrical sealing compound, see the EATON Crouse-Hinds
supplied literature in the Ajax Vendor Literature composite service manual.
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62

General Information
After the installation has been completed, a general inspection should be made of the unit as the first step in the
starting procedure. Be certain that all installation details have been properly completed. Inspect the crankcase to be
sure no sand, water, or other foreign matter has collected.
Overview
This chapter provides instructions on safely starting an Ajax Compressor Unit. Topics in this chapter include:
l
Compressor Cylinder Pre Start-Up Servicing
Compressor Purging

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 2, which
also contains specifications for suitable lubricants.
2. Remove side cover plates check cross-head clearances.
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.
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63

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 manufacturers 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.
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.
AJAX
64
Compressor Purging
7. Turn the piston rod with a strap wrench to obtain twice as much clearance on the head-end (step 4) as on the
crank end (step 5). The result will be that two thirds of the total end clearance is on the head end and one-third is
on the crank end. Greater clearance on the head end compensates for the thermal growth of the piston rod and
drive gear to give approximately equal clearance at operating temperature.
8. Tighten the lock nut and set screws on the piston rod at the cross-head.
9. By looking through suction port holes (valves were removed in step 4) sight across bore to insure that each discharge valve is installed properly. Remember that a valve opens in the same direction as the flow of the gas. A
long dowel rod run down throughout the suction port and across the bore will move the discharge valve plate
back and forth if the valve has been installed properly. (If a dowel rod can open a valve, so can the gas).
10. Replace suction valves, cages, and covers on the first stage cylinder. Just before replacing the valve covers,
insure each valve is installed properly by moving the suction valve plate back and forth with a screwdriver.
11. Repeat steps 2 through 11 for the second stage cylinder and succeeding stages.
12. By manually operating lubricator pumps, remove all air from the lubrication tubing lines and pre-lube the piston
rod packing and cylinder bore of each cylinder.
13. Check cooler drive belts for tightness.
14. Adjust variable volume pocket to full open (outward) position. Apply thread lubricant to adjusting thread.
Consult unit performance curve and make clearance adjustments to compressor cylinders based on existing
operating conditions.
15. Pressurize compressor cylinders and check for leaks. Replace or tighten as required to stop leaks.
16. Position line valves according to furnished start-up arrangement.
Compressor Purging
After any of the following events, the below purging procedure must be used:
l
Initial installation
Valve cap removal
Scrubber maintenance
AJAX
65
Process piping removal
Gasket replacement.
Purging Procedure
1. Close the bypass valve (if unit is so equipped).
2. Open the blowdown valve.
3. Crack open the suction valve, allowing gas to flow through the compressor cylinders, scrubbers, piping and
cooler and out through the blowdown valve.
4. Allow gas to flow for approximately one (1) minute.
5. Open the bypass valve to purge the bypass line (if unit so equipped).
6. Close the blowdown valve.
7. Close the suction valve once a positive pressure is reached - usually about 20-50 PSIG (1-3 Kg/cm2). If suction
pressure is lower than this, then pressurize to whatever the suction pressure is.
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:

1. Visually inspect the compressor and check the control panel to determine what caused the unit to shut down.
Record the cause of the shutdown in the log book. If the visual inspection of the control panel indicates a mechnical problem with the unit, notify the responsible service representative as soon as possible. Do not attempt to
start the unit until after the condition which caused the shutdown has been corrected. If there are no mechanical
problems with the unit, continue with the startup procedure.
2. Check to see that the fuel shutoff valve has closed and properly vented upon shutdown.
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66

3. If the fuel shutoff valve did not close upon shutdown, then shut off the the main fuel gas supply, pull the spark
plug leads from the spark plugs, and push the stop button on the annunciator panel to disarm the ignition. The
unit can now be manually barred over or cranked with the starter motor to purge the intake air and exhaust systems.
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/cm) in the cylinders. Close the suction block valve and blowdown valve to this level as required.
7. Make certain the VVP (variable volume pocket) is adjusted properly for the loading of the unit.
8. Make certain that the starting system has adequate pressure based on starter maximum pressure rating (60, 90
or 150 psig starter).
9. Close manual fuel valve and reset the fuel shutoff valve. Check pressure on locally mounted or panel mounted
gauge to ensure the fuel system is pressurized.
10. Close ignitor fuel ball valve (LE units only).
11. For units with an annunciator panel - clear the panel by pushing the reset button on the annunciator. The annunciator should read 00. If it does not, find and correct the fault, then activate the panel lock-out timer. For units
with a tattletale panel - reset any tripped tattletale, then activate the startup timer.
12. Manually prelube the lubricator pump to clear the no flow function.
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67

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.
16. Open fuel to ignitors (LE units only).
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.
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 positioned correctly once the unit is running and that operating pressures are as intended for the unit.

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.
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68

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.
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69

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

Before starting up the unit initially, remove the side cover plates and fill reservoirs until oil overflows into the bottom of
the crankcase and reaches the proper level. Thereafter, oil is added to the crankcase, when required, automatically
through the float control system. The proper oil level is determined by measuring 29.0 inches down from the machined
surface on top of the crankcase to the surface of the oil. The crankshaft should be rotated so that at least one throw is
in the oil when taking this measurement.
Crankcase Oil Level Control

A crankcase oil level controller is furnished as standard equipment. This controller is usually piped up to an oil reservoir
so that if the oil level in the crankcase drops below the normal running level, the float valve opens and admits enough
oil to replenish the supply in the crankcase.
This controller also has a shutdown switch, which closes the fuel valve if the crankcase oil level drops below a certain
level. This prevents serious damage which could result if the compressor was permitted to run without sufficient oil in
the crankcase.
The running level of the oil level controller is set with the unit HOT (140F or 60C) and the oil level indicated on the
sight glass is in the center of the bulls eye with the engine running at 440 RPM.
Figure 8-1: Oil Level at the center of the sight glass
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71
Oil Control Baffle
Oil Control Baffle
Figure 8-2: Oil Control Baffle
Function and Design

Oil Control Baffles were engineered to control the amount of oil splash and level of return oil at the power and
compressor crossheads. By controlling oil splash and return oil level at the crossheads, the rod packing gland more
effectively drains oil back to the engine / compressor sump than units not equipped baffles. The reduction of oil splash
and level at the crosshead allows the packing to seat properly and reduce oil pumping action through the packing
seals. As a result, oil loss from the engine / compressor frame is reduced through the rod packing which lowers
operational costs and environmental emissions. Ajax Engineering has performed extensive lab and site testing and
found that typical frame oil loss, with baffles installed, can lower by 20-30%. The value of oil loss reduction relates only
to loss from the frame through the packing, and does not affect the oil lube rates required for proper operation of the
compressor and engine.
Notes and Precautions:

Frame Oil Level
Ajax Engines & Compressors equipped with Oil Control Baffles require a new frame oil level. This is necessary to
ensure proper lubrication at the crossheads and reduced oil consumption through the power / compressor rod packing.
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72
Oil Control Baffle

The oil level is typically .5-1.5 lower than units not equipped with Oil Control Baffles. The oil level requirement is
specified in the OEM manual for each specific unit.
Baffle Maintenance
The Oil Control Baffles installed do NOT require additional maintenance, however, the condition of lock wire should be
visually inspected when regular oil changes or maintenance is performed. If lock wire is found broken or missing, verify
the fastener torque (reference Figure 8-3 & Table 8-1) and install new lock wire.
Figure 8-3: Cylinder 3 Shown, Typical Configuration at Cylinder Locations 1, 2, 4
1. Inspect condition of lock wire during oil service and correct condition as required.
2. If a fastener securing an oil control baffle is removed completely, reapply Loctite243 to threads of fastener and
reinstall. Torque fastener to value listed in Table 8-1 and install lock wire.
Table 8-1: Baffle Fastener Torque table
CODE
A
B
C
D
AJAX
WORK INSTRUCTIONS
Verify Fastener Torque & Lock
Wire Condition
Wire Condition
Wire Condition
Wire Condition
LOCATIONS TORQUE VALUE

PER CYLINDER
LBS-FT
6
20
20
20
20
SPECIAL
NOTES
INSTRUCTION
Loctite 243 Lock
1 Washer per
Wire
Fastener
Loctite243 Lock Nut 2 Washers per
Lock Wire
Fastener
2 Washers per
Loctite243 Lock Nut
Fastener
Loctite 243 Lock
1 Washer per
Wire
Fastener
73

Special chambers cast at the cylinder end of the cross-head guides act as settling sumps for the crankcase lubricating
oil. Occasionally remove the side covers and clean any accumulation from these chambers. This removes the
impurities that have settled out of the oil.
Removing these impurities lengthens the interval between oil changes. Generally, oil should be changed annually.
Drain connections are located on the end of the bed under the power cylinders. These drains, which are piped to the
edge of the skid, should be opened occasionally to permit any oil which may have accumulated in the scavenging
chambers to run out.
When changing oil, wipe out the crankcase with clean rags. Do not use waste oil. Approximate crankcase capacity is
95 gallons (U.S.).
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.
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74
Figure 8-4: Frame, Crosshead Guide, & Scavenging Chamber Drains
AJAX
75
AJAX
76

Major divider valve lubrication system components include:
l
SMX Divider Valve
DNFT-LED Digital NO Flow Timer
SMX Divider Valve

The SMX is a modular design series Progressive divider valve consisting of two main parts - the base and metering
elements.
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77

Base
The base is made up of a minimum of three segments:
l
Inlet Base Section
Intermediate Base Section
End Base Section
And can be increased in number by the addition of intermediate base sections.

This system simplifies assembly; there is no need to determine in advance the size of the base - just add on
intermediate base sections by means of threaded inserts and cap screws.
Metering Elements
The metering elements are fixed to the base by means of two cap screws (provided).
The SMX metering elements are available in a wide range of deliveries. Cycle indicator pins are available on most size
elements (see manufacturers data sheet in Vendor Literature Composite Manual).
Bridge elements (internally cross ported) are available. These interconnect and discharge into the next element.
The metering elements are supplied with either one or two outlets. Conversion plugs are available for field conversion
from one to two outlets, as shown in the chart below:
Table 8-2: Metering Elements
Plug Type
SSingle Outlet
TTwo Outlets
Plug Part No.

641708
641709
Plug Color
Silver
Gold
Table 8-3: SMX Divider Valve Specifications
Description
Maximum Pressure
Minimum Pressure
O-Ring Material
Temp Range (Buna Seals)
Temp Range (Viton Seals)
Maximum No. of Strokes/Minute
Oil Viscosity
Inlet Thread
Outlet Thread
AJAX
Range
7,200 PSI (500 BAR)
215 PSI (15 BAR)
Buna - Standard
Viton - Optional
-30C to +100C
-25C to +100C
500 (depending on pressure and delivery)
Minimum 77.31 SSU
1/4 NPT
1/8 NPT
78

DNFT - LED Digital No-Flow Timer
The DNFT-LED monitors movement of divider block piston for timed shutdown protection (56 seconds for power-end
divider valve blocks, 2 minutes on compressor-end divider valve blocks). The DNFT incorporates an oscillating crystal
to accurately monitor the cycle time of the lubrication system to enable precision timed shutdown capability. The
magnetic assembly and control housing mount directly to the divider valve to become an integral part of the lubrication
system.
DNFT - LED operates on a field-replaceable lithium battery.
The DNFT - LED utilizes an LED to indicate each cycle of the divider valve. This enables the operator to set and
monitor lubrication rates.
Table 8-4: DNFT-LED Specifications
Description
Description and Part Number, Power-End
Description and Part Number, Compressor End
Material
Power
Battery
Alternate Battery
Alarm Switch Rating
Operating Temperature
Material and Range

DNFT-D-LED-56S Ajax P/N 2550 0011
DNFT-LED-120S (w/2 minute alarm) Ajax P/N 2550
6500
Stainless Steel, Aluminum
Field Replaceable - Lithium Battery
P/N 000505
Radio Shack 960-0418
2.5VA/240 VDC
-40F to +185F
DNFT-LED Operation
Lubricant flows through the divider valve assembly and forces the pistons to cycle back and forth causing a lateral
movement of a magnet linked to the piston. Movement is monitored by the microprocessor which resets the timer,
lights the LED, and allows the unit to continue operation (this indicates one complete cycle of the lubrication system).
The microprocessor must receive this cycle in a predetermined time (again 56 seconds on power-end, 2 minutes on
compressor-end) or a shutdown will occur. The DNFT will automatically reset the alarm circuit when normal operation
of the divider valve resumes.
See Figure 8-5 for Lube Oil Supply drawing.
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79
Power Cylinder Lubrication

The amount and type of lubrication required to provide safe and ample cylinder lubrication is based on years of
operating experience. A number of variables, such as the gas being used as fuel, have great bearing on both the
quantity and the characteristics of the lubricating oil best suited.
Power Cylinder Lubrication Rates(for DPC-2800 Series Compressors)

Use of divider valve designs provides a simple, reliable and predictable approach to engine cylinder and compressor
cylinder lubrication.
The following rates for engine cylinders are based on the use of dry gas, and lube oil per Ajax engineering standard ES1006. HP listings are at standard conditions of 100F and <1500 elevation.
Engine lubrication rates for normal operations are based on 1 pint/30 HP.
Table 8-5: Lubrication Rates - DPC-2804 & LE
Load Condition
400 HP
409 HP
600 HP
545 HP
800 HP
AJAX
RPM
440
300
440
300
440
Lube Rate Pints/Day

16.0*
13.6
20.0
18.1
26.7
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Lubricating Oil Recommendations for Ajax Engine-Compressors

(Ajax ES-1006)
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.
Quality 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.
GE Oil & Gas Compression Systems LLC does not guarantee the quality or performance of lubricating oils.
GE Oil & Gas Compression Systems LLC does not endorse particular brands of oil. For customer convenience,
information on oils by brand name is maintained by GE Oil & Gas Compression Systems LLC. Customers are invited
to advise Ajax Engineering or service representatives what brands of oils are preferred. GE Oil & Gas Compression
Systems LLC can then cite the oils which have given satisfactory service in similar applications.
General Specification
A general description of oils suitable for use in Ajax equipment is an ashless oil specifically formulated for 2-cycle
natural gas engines with the following properties:
Table 8-6:Physical Properties of Recommended Oil
Viscosity Index
70 Minimum
ASTM D2270
Flash Point
400 F (204C) Minimum
ASTM D92
Pour Point
10F (-12C) Maximum
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. Multi-grade oils may be used
to provide proper lubrication at low temperatures. Figure 8-7 should be used to select the proper viscosity grade for the
lowest ambient temperature expected.
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Figure 8-7: 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
insufficient oil flow. Starting the engine and allowing it to run with the oil too cold to flow will result in severe engine
damage.
Units Down Less Than 5 Hours
For units down less than 5 hours and the ambient temperatures have been above 40 F, idle (minimum 300 RPM) the
unit for 20 minutes, then run 15 minutes with a light load before fully loading the unit.
For units that have been down less than 5 hours and the ambient temperatures have been 40 F or below, idle
(minimum 300 RPM) the unit for 30 minutes, then run 30 minutes with a light load before fully loading the unit.
Units Down More Than 5 Hours
The following procedure is for a unit that has been down for more than 5 hours. This procedure will allow the unit time
for thermal expansion in order to maintain sufficient running clearances.
To properly warm the unit, find the overnight low ambient temperature in the first column of chart below. Start and idle
the unit at 300 RPM for the number of minutes required for the overnight low ambient temperature. Then shut the unit
down the number of minutes required. Repeat this sequence the number of times listed. Continue in this order until you
have met the requirements for that temperature range. This procedure will allow components such as cross-heads,
pins, bushings, and bearings sufficient time for expansion to maintain proper running clearances.
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82
Crossheads
Table 8-7: Low Overnight Temperature Starting Chart
Overnight Low Ambient

Temperatures
90 - 70 F (32 - 21 C)
69 - 50 F (20 - 10 C)
49 - 40 F (9 - 5 C)
Minutes @ Idle Minutes

(300 RPMs)
Down
20
0
30
0
45
0
5
5
39 - 32 F (4 - 0 C)
40
0
3
3
7
7
31 - 18 F (-1 to -7 C)
50
0
3
3
17 - 0 F (-8 to -17 C)
7
7
60
0
2
2
5
5
-1 to -20 F (-18 to -28 C)
15
15
30
30
60
0
Number of Times
Sequence to be Done
1
1
1
3
1
3
3
1
5
4
1
3
4
3
1
1
Minutes Light Loaded

Before Fully Loading
15
20
20
No Load
30
No Load
No Load
30
No Load
No Load
45
No Load
No Load
No Load
No Load
45
Crossheads
The crossheads operate in bored guides, and there should be clearance at the top of each guide after the piston rod and
connecting rod have been securely fastened in the crosshead. This crosshead guide clearance is shown in Section 5,
Table 5-7.Measure by using long feeler gauges across the top of the crosshead and with cross-head at various points
in the stroke, the entire length of the guide.
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83

Operating Instructions for plunger type, spill-port gas injection
systems
General Description
The basic operation of an engine equipped with gas injection is the same as that of low pressure fuel delivery. The
primary difference 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 which give a constant lift to hydraulically actuated fuel
injection valves. These pumps are located on top of the control box and are actuated by cams on the layshaft. A
combination of a throttle and an electronic governor (IGTB) varies the gas volume supplied to the injection valves to
suit the engine load. The injection valves, which are installed in the power cylinder heads, inject the fuel gas directly
into the combustion chamber.
Figure 9-1: Fuel System
A 1/4 tube line is used to transmit the incoming fuel pressure from the upstream side of the throttle valve 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
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85
Operating Instructions for plunger type, spill-port gas injection systems

the system, but still be downstream of the fuel pressure regulator (with a check valve in line) : This pressurizing line
may be closed off by means of an needle 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.
A 1/4 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.
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 figures 9-1 & 9-2)
Figure 9-2: Fuel Suction Stroke
After the pump plunger has completed its lift and starts the return stroke, it begins to create a slight vacuum in the
system which is relieved by the opening of the flow control valve. Upon opening, fluid flows from the tank to the pump
barrel. The fluid in the tank is pressurized with the fuel gas pressure.The engine speed is controlled by the IGTB, or
Integrated Governor Throttle Body", a combination of throttle and electronic governor; the function of the IGTB is to
maintain an established set point throughout the load range of the engine. (see section 14, IGTB, for more detailed
information on the IGTB).
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86
Flow Control Valve

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 makeup fluid is clean, as dirt will damage the injection valve, injection pump, and flow control valve, thus causing the
system to malfunction.
Fluid supply Tank

The standard fluid tank is equipped with a full height transparent plastic oil level gauge. When the fluid tank is 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.
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 but permits replenishing of the oil supply to the
pump during the suction stroke. The flow control valve also contains a needle-bypass valve which is used when
bleeding air from the system.
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.
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87
Flow Control Valve

Bleeding of Air Before Starting
When starting the engine the first time after the system is installed or any time the fluid has been drained from the
system, it is of utmost importance that all air be bled from the system as described above. If the system has not been
relieved of air bubbles, the injection valves will not open.
Gas Pressure
For best throttle regulation and with the throttle about one-half open at normal full load, the gas pressure should be set
as follows:
DPC-2804 15 - 35 PSI. Normal operation will be near the high setting, but with rich gas, better operation will be
obtained with a lower pressure setting.
Adjusting Fuel Injection Valves

When your unit was commissioned the fuel injection valves were adjusted to optimize engine emissions and
performance based on available fuel gas. Fuel gas constituents and available pressure can vary over the life of the unit
which may necessitate the adjustment of the fuel valves to restore emissions and performance. This can be
accomplished 2 ways; either by balancing fuel flow between power cylinders to achieve even cylinder exhaust
temperatures or cylinder pressures. Cylinder pressure readings require an engine analyzer and should be completed by
trained service technicians. Refer to Figure 9-2 for a general overview of the Fuel Injection Valve System.Refer to
Figure 9-3 for adjustment illustration.
NOTE
Ajax Special Tool ZBM-11655, spanner wrench, will

be required to adjust fuel injection valves.
DO NOT rotate the fuel injection valve more than 1 turn in either direction from the base setting established during
commissioning. If more than 1 turn either direction is required, contact GE field service for further direction. Rotate the
spanner wrench clockwise to increase valve lift and fuel supply entering the combustion chamber. Rotate the spanner
wrench counterclockwise to decrease valve lift and fuel supply entering the combustion chamber. Compare cylinder
exhaust temps or pressures to make even the temperature or pressure values between cylinders.
Figure 9-3 Fuel Injection Valve adjustments
AJAX
88

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
Checking the gas injection timing on the DPC-2804LE engine
Figure 9-4: 2804LE Crankshaft with Straight Edge and Level Vial
1. Positioning of the crankshaft can be determined from lines scribed in the face of the crank on the flywheel end,
which indicates the position of the various crankshaft journals (Figure 9-4). In other words, if the scribed line
with the #1 index next to it is positioned at the 9 0clock position in figure, the #1 power cylinder is at TDC.
Place a straight edge on the crank end in line with the scribed lines. Hold an adjustable square head on this
straight edge and rotate the crankshaft in the direction shown. The correct crankshaft position for checking the
gas timing is 2 degrees ABDC (X=2 degrees).
2. Once the crankshaft has been positioned, remove the plunger pumps and cover from the right bank of the
accessory case (as viewed from the flywheel looking towards the control box). Opposite the set screw on the
cam hub is a 1/4 dia. hole. This 1/4 hole is positioned 90 degrees after the beginning of the opening ramp, so
that checking the rod position on the #3 bank results in the correct timing for #1. Place a 1/4 dia. rod in this hole
on the cam furthest from the crank. Use a 90 degree square to check angle of the rod with respect to the accessory case as shown in Figure 9-5.
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Figure 9-5: View Looking from Flywheel Towards Control Box
The lay shaft drive gear, driven gear and driven gear keyway location are marked at the Ajax factory, as indicated in
Figure 9-6. This should insure the correct timing.
Figure 9-6: Marked Keyway Locations
With the drive gear and key installed on the crankshaft and the driven gear removed from the layshaft, position the
crankshaft as described. Rotate the layshaft by hand so that the #1 cam is in the correct position.
1. Adjustment for setting the gas injection timing is provided for by 4 keyways in the layshaft gear. Each of these
keyways is oriented differently with respect to the gear teeth. Slide the layshaft gear completely onto the layshaft and check to see if the keyway in the gear lines up with the keyway in the layshaft. If the keyways do not
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line up, remove the layshaft gear and rotate it about 90 and slide it back onto the layshaft. Do this until the keyways line up. Please note that the keyway in the layshaft gear is tapered to accept a tapered key. The layshaft
gear must be installed so that the large end of the taper is facing out. When the proper gear position has been
determined, install the tapered key and punch mark the gears and key location as shown in Figure 9-10. This
will allow correct assembly should the unit have to be serviced in the future.
2. Important: When one or both of these gears is replaced, be sure to check for proper backlash. This should be
checked at 90 intervals of the gears. Backlash should be .003 to .006. If backlash is not within this tolerance
range, pull the dowel pins which locate the layshaft bearing, and adjust the position of the layshaft bearing to
obtain proper backlash between the gears. Then re-drill and dowel the layshaft bearing to maintain this setting.
Remove the layshaft drive gear and make sure the layshaft turns freely by hand. Re-install layshaft drive gear
as match-marked previously.

The jet cell concept is required for low emission (LE) or emission reduction engines. The jet cell, also referred to as a
pre-chamber, emits a high energy torch into the main combustion chamber. This allows the main chamber to
consistently ignite a leaner mixture as compared to a conventional spark ignition in the main combustion chamber
only.
Also, the jet cell is applied to units to improve combustion stability and improve fuel consumption when operating at
variable speeds and reduced torque. The following describes the jet cell operation and general maintenance
procedures relating to Ajax Low Emissions Two-Cycle Engines.
Jet Cell Operation

The jet cell, or pre-combustion chamber, is a unit which is installed in the cylinder head. The nozzle end is designed
with a specific volume and has a communicating angled exit orifice. A spark plug for ignition and a fuel admission
check valve complete the necessary operational components.Pilot fuel headers supply fuel to each admission check
valve. The supply to the header is taken prior to the governor regulated fuel valve, filtered, and the pressure regulated
with an additional regulator.
The igniter fuel pressure is thus regulated manually according to site conditions. For one cycle of operation, as the
piston comes up on compression, the pressure within the cylinder is lower than the pilot gas pressure and fuel is
admitted into the cell. When the pressure within the cylinder becomes greater than the fuel pressure, then the pilot
check valves close.
The main fuel valve admits fuel into the cylinder per the designed timing. Ignition occurs within the jet cell and the rich
fuel mixture ignites. The pressure rise caused by this energy release forces the burning mixture to exit through the
nozzle orifice across the top of the piston in the main combustion chamber, igniting the main combustion charge.
Ignition Timing
In standard spark ignited engines, the spark plugs ignite the charge and a progressive flame front occurs within the
combustion chamber. Due to the time required for this flame propagation, the ignition timing is approximately 9 -12
before top dead center (BTDC).
With the jet cell, a torch of fire emitting from the exit orifice penetrates into the fuel/air mixture within the main
combustion chamber. The mixture is ignited uniformly by this higher energy source, which promotes faster burning.
For this reason, the ignition timing is set at 3 degrees BTDC.
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Spark Plugs
Maintenance
The jet cell, when installed into the cylinder head, has a round Armco iron gasket which acts as a fire seal; a graphoil
seal employed as a bottom water seal, and an O ring as the top water seal.The unit is held in place with a two-bolt
flange and torqued to 70 ft-lbs.
Spark Plugs
Cooling of the spark plug is accomplished primarily through the spark plug gasket seating surface and the threads.
These areas within the cell have thin metal sections and are surrounded with engine coolant.
On older LE equipment (pre 9/92), where a YK8209-C jet cell was used, a Champion RW & N(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-2 is utilized, use a Stitt SR-107-2 (BM-1022-P) spark plug
with an initial gap of 0.015. This allows use of the same spark plug for both the main chamber and ignitor.The
secondary ignition wiring and associated components should always be in good condition.
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The primary check valve (p/n YK-8339) is most important in the operation of the jet cell. As noted previously, the
number of cyclic operations relates to the units speed, with fuel being admitted when the cylinder pressure is less than
the pilot fuel pressure and being shut off as the cylinder pressure increases. The check valve also withstands the high
pressure within the cell at time of ignition.
From the primary check valve, the fuel gas enters the cell through drilled communication holes. Due to fuel
entrapment, incomplete combustion can occur in these passages, which tends to produce a soot-carbon residue, In
some cases, this build-up is not detrimental to the check valves operation, but in other cases it can be severe.
Whenever the spark plugs are replaced, it would be appropriate to remove and clean the check valves. Some end
users have a spare set of check valves which are installed at this time, and the removed set is cleaned for
reinstallation at a later date.
An orifice (p/n K-8050) is installed on the inlet side of the primary check valve to allow pilot fuel pressures to be
comparable to main fuel pressure. The orifice resembles a 1/8 inch toe nipple. Ensure this is an orifice by visual
inspection, noting a small 0.038 inch internal hole. Clean when servicing the primary check valve.
A jet cell-equipped engine does require more maintenance than a standard combustion engine. This additional
maintenance is offset by gains in combustion stability, lower emissions, and improved fuel economy.
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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 COOLANTTEMPERATURE coming out of the engine is 150 F.
Assure that the cylinders are receiving the correct amount and quality of lubricant.
The length of time it takes to warm up the engines coolant to 140 - 150 F is dependent 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
follow 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
temperatures between 40 F and 150 F. Use caution and patience when trying to accelerate the warm up period.
Figure 10-1 Engine Coolant Temperature
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Engine Coolant Safety Shutdown Temperature
A shutdown value of 185 F is more appropriate for DPC-2220 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 apprpriate
value.

Some general limitations for the compressor cylinder cooling system are as follows:
l
Minimum water supply temperature should be atleast 90 F, but not greater than 160 F.
To prevent condensation of gas constituents on cylinder walls and sticking pistons, water supply temperature
must be atleast 10 F above suction gas temperature.
In order to limit capacity reduction, water supply temperature should be more than 30 F above suction gas temperature, except when suction gas temperature is below 60 F.
Required water flow is to be based on a 10 F temperature rise from inlet to outlet of cylinder jacket.
The high temperature shutdown switch for the compressor cylinder cooling system is mounted in the instrument panel
with the sensor installed in the outline from the compressor cylinders. It should be set at 180 F.
Precautions
l
Use clean, soft water, free from salt and other corrosive compounds.
Keep the cooler full of coolant.
Keep fan belt(s) from slipping.
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Water and ethylene glycol mixture is a suitable coolant. It should be used if freezing temperatures are to be
encountered and it is very satisfactory in non-freezing applications because of the inclusion of corrosion inhibitors. Plain water should have a corrosion inhibitor added.
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Precautions
Figure 10-2: Package Coolant Piping
Precautions
Precautions to be taken with the cooling system are as follows:
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Use clean, soft water, free from salt and other corrosive compounds.
Keep the cooler full of coolant.
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Keep fan belt(s) from slipping

Water and ethylene glycol mixture is a suitable coolant. It should be used if freezing temperatures are to be
encountered and it is very satisfactory in non-freezing applications because of the inclusion of corrosion inhibitors. Plain water should have a corrosion inhibitor added.
Clean dirt and insects from outside of the cooler regularly. The approximate quantity of coolant required for the
cooling system is 300 U.S. gallons for a 2804.
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1. Loosen the " - 11 nuts (item 8) on the idlers 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 belts span causes a belt
deflection of 0.45".
4. Tighten the outer nut against the inner nut to maintain the idlers positon, and belt tension.
5. Check the tension after the first 24 hours of initial operation, and retension if necessary.
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1. Loosen the 4 bolts clamping the pumps frame to item 7. Tighten the belt by turning the two adjusting screws
(item 5) an equal amount of CW turns.
2. The correct tension is achieved when 10 pounds of force applied to the center of the belts span causes a belt
deflection of 0.62.
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3. Assure correct alignment of the pump sheave to the engine sheave for minimum wear.
4. Tighten the 4 bolts clamping the pumps frame to item 7.
5. Check the tension after the first 24 hours of initial operation, and retension if necessary.
Cooler
Air Cooled Heat Exchanger Pre-Start-up
1. Rotate the fan by hand and check fan tip clearance and alignment of belts and sheaves.
2. Check belt tension.
3. Check all fan drive bolts to be sure they are properly tightened. This includes bearing bolts, fan and sheave
bushing bolts, set screws, motor bolts and fan blade attachment bolts.
Cooler Operation and Maintenance
Fan and Drive

Although the fan and drive are inspected before shipment, clearance between the fan blades and the fan ring and
guard, and alignment of the fan shaft should be checked to assure that rough handling during shipment has not
loosened bearing mounting bolts or caused misalignment.
V-Belt Drives should be adjusted until tight enough to prevent excessive belt slippage. The belt is generally tight
enough when it can be twisted one-quarter of a turn with the thumb and fore-finger.
Lubrication
Bearings should be greased in accordance with normal maintenance practice.
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In general, about one cubic inch of grease in each bearing every 2 to 3 months is adequate.
The operating temperature of the bearing may indicate how much lubrication is required.
Normal temperature may range from cool to warm to touch up to a point too hot for touch for more than a few
seconds depending on bearing size and speed, and surrounding conditions. Unusually high temperature accompanied
by excessive leakage of grease indicates too much grease. High temperature with no grease showing at the seals,
particularly if the bearing seems noisy, usually indicates too little grease. Normal temperature and slight showing of
grease at the seals indicates proper lubrication.
Tube Cleaning
Operating conditions sometimes cause an accumulation of dirt on the outside fin surface. This can be removed by
directing compressed air, or a greaseless solvent followed by a water spray through the fins in a direction opposite the
normal air flow. The inside of the tubes will require periodic inspection and cleaning as necessary. Removal of access
plugs allows visual inspection, and if necessary, the use of mechanical tube cleaners.
Plug Leaks
Should tapered plugs develop leaks, additional tightening is normally all that is required. Thread dope may be used if
tightening alone is not sufficient. If shoulder type plugs develop leaks, the gaskets should be replaced.
Tapered plugs that are removed for the tube inspection or cleaning should be replaced in the same hole.
Tube Leaks
Tube leaks can be of two types (1) leaks in the tubewall itself (usually corrosion) and (2) leaks in the tube to tubesheet
joint. In the first case, it is usually most practical to plug both ends of the tube with the resulting loss in heat transfer
surface. When so many tubes have been plugged that performance is affected, retubing will be necessary. If leaks
develop in the tube to tubesheet joints, rerolling of the tube will be required.
Refer to vendor literature composite manual for more information on the ACE Cooler.
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Power Cylinder
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 conditions under which the engine is required to operate. Because of these variable
factors, any given point of wear could be economical under one set of conditions and uneconomical under another. On
the average, however, it is recommended that cylinder bores be restored if:
l
worn .005 oversize
worn through the chrome plating
Cylinder bores can be restored by stripping and replating. Reboring the cylinder to an oversize condition is not
recommended.
Air Intake Check Valves

Air intake check valves are offered in two configurations; stainless steel reed strips and synthetic poppet design.The
air intake check valves 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 positive pressure. This creates a differential that closes the reed valves to prevent the new charge
of combustion air from escaping. As the piston continues on its power stroke, this air is compressed to a positive
pressure (8-10 psig). The reed or poppet valves are held against their seats by positive pressure with aid from 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.
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Power Cylinder
The engine pistons are finish machined on the rod to assure accurate concentricity and alignment. If the piston
assembly is removed for service, note the following when installing the threaded rod into the crosshead. Thread the
piston rod into the crosshead such it is possible to install the set screws into the original seated position on the finished
diameter of the rod. Never tighten the set screws on to the threads of the rod as it will damage both the threads on the
rod and the crosshead.
An engine cannot operate properly with stuck rings. Such a condition requires an immediate shut down for servicing.
When its necessary to replace the rings, fit each new ring to the cylinder.
Verify there is sufficient piston ring end gap. The recommended end clearance of piston rings, when cold, is listed in
Section 5.
Piston ring end gaps should be staggered and arranged so the ring gap does not pass over the ports. Engine pistons
have an engineered ring pack as shown in Figure 11-1.
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Power Cylinder
.
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.
Figure 11-2: Engine Piston Ring Installation
Power Piston Striking Clearance (Non-LE)

Refer to Bulletin # TIB-AJ-1003 for more information on setting power piston striking clearance.
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Power Cylinder
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
crankcase and contaminating the lubricating oil, and, at the same time, prevents leakage of lubricating oil from the
crankcase to the scavenging chamber.
Before re-assembling the stuffing box on the rods, carefully inspect the piston rod for any roughness, or nicks. All
marks must be removed from the rod with a fine stone. If the marks cannot be removed, the piston and rod should be
replaced.
Use a thimble, which slips over the piston rod threads, when the rod is being inserted through the packing rings. This
will protect the packing rings from the sharp edges of the threads.
To remove the power end stuffing box, the cylinder head and piston and rod assembly must be detached from the bed.
The stuffing box is revolved through the side cover opening after removing the piston and rod assembly and cylinder
head.

Replacement packing rings can be installed without removing the cylinder head and piston and rod assembly. After
removing the side cover, the stuffing box can be taken apart and the components carefully slide 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 three 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 power head end. See Figure
11-3.
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Compressor piston rod stuffing box
The compressor piston rod stuffing box acts as a seal to prevent the crankcase oil from leaking out around the
compressor piston rod.
Use a thimble which slips over the piston rod threads whenever the rod is being inserted through the packing rings to
protect the packing rings from the sharp edges of the threads.

Replacement packing rings can be installed in this stuffing box without removing the compressor piston and rod.These
rings are made in segments and can be removed and replaced similar to the rings in the engine stuffing box.The rings
must also be assembled correctly, if they are to function properly.
The packing cup on the side towards the compressor cylinder contains two seal rings. The three grooved wiper rings
are installed in the adapter and are contained by the retainer plate.
These rings must be installed with the grooved side facing away from the crankcase. See Figure 11-4 below.

Power cylinder balancing by pressure is preferred over exhaust temperature balancing if at all possible. Pressure
traces can be taken using an engine pressure analyzer. A trace of peak firing pressure will be taken at rated load and
RPM. All cylinders must be balanced at rated conditions: cylinder peak-to-peak firing pressures are to be within 20 PSI
of each other. Pressure deviations should be less than 35 PSI for Ajax open chamber (non-LE) engines and less than
30 PSI for Ajax pre-chamber (LE) engines.
If a engine 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 40F 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.
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Ajax Low Emissions Retrofit Conversions, 13-1/4 inch and 15 inch Bores - Assembly Procedure
The 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. If piston removal is required, always use a strap style wrench on the rod to prevent damage to the machined
surface.
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 0.110 inches (0.010 inches). This is measured at the 6:00
position by inserting solder through the gas injection hole down towards bottom of head. Roll piston forward
(rotate crankshaft in CW direction) past TDC, thus crushing solder. Using a micrometer or dial calipers, measure thickness of crushed solder. Adjust piston position accordingly, to obtain proper striking clearance. Refer to
Figure 11-5. To ensure accurate striking clearance, the solder composition must be 5% Sn and 95%Pb.
5. Once clearance is set, torque rod nut and check clearance again. Piston has a tendency to turn out slightly
when tightening nut.
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Figure 11-5: Clearance Between the Piston and Head
Gas Cam Timing

Refer Section 9: Fuel System, "Gas Injection Timing Instrustions" as a basis for fuel injection timing. The following
changes must be made when converting an engine to LE application.
The flywheel and gear shield must be removed in order to remove layshaft and reset cam timing.
On DPC-2804s, the control box utilizes one (1) cam for two (2) cylinders. #1 and #3 power cylinders run off the cam
closest to the power cylinders, #2 and #4 cylinders run off the other cam. Refer to Figure 11-6.
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Ignition Timing
Figure 11-6: Control Box and Cams
The #1 power cylinder gas cam timing is referenced off #3 bank on the control box. The crankshaft should be rotated in
a clockwise direction to 26 ABDC of #1 power cylinder. Do not go beyond 26 ABDC. If gears do not line up with
cams at 26 ABDC, go back towards BDC (i.e. 24 ABDC). The crankshaft is positioned at 26 ABDC for setting cam
timing on DPC-2804s only. This is due to the way the cam is installed on the layshaft. The result will be injection
beginning at 37 ABDC.
The cam can now be set using the method on page 76. Once the preceding is complete, the layshaft gear should be
installed and reindexed.
Ignition Timing
Ignition timing is changed on all LE engines to 3 BTDC
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.
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Accessories
2. Install gasket (p/n BM-1577-B-18) 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 BM-21042) into head.
4. Install igniter into head being very careful not to damage water seal. This may take some hand fitting of seal.
Torque down in progressive 5 ft-lb increments to 70 ft-lbs.
Figure 11-7: Igniter Assembly
Accessories
Spark plugs
Units equipped with Altronic capacitor discharge ignition system, should have spark plug gap set at .015 inches.The
spark plug must be clean, verify that the porcelain insulation is not cracked.
Engine staring is facilitated by removing the spark plug and drying the entire end, which is sometimes shorted by
moisture accumulating thereon after a shutdown. Warming the spark plug will dry it.Spare spark plugs should always
be on hand.The spark plug cable must also be inspected regularly and replaced when insulation has failed. It is
recommended that this cable be replaced annually.
Air intake filter

The standard air intake filter has four replaceable dry type filter elements.
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Breather cap
Saturate the breather cap filters with oil before installing on crankcase top covers.
Remove and clean the breather caps at least each time the oil in the crankcase is drained; more often if necessary.
The crankcase breather is cleaned by removing and shaking in a bucket of approved solvent. If compressed air is
available, breather may then be further cleaned and blown dry. Be sure to re-oil the filter element after washing.

Main Bearing Installation
Bearing halves are machined and packaged as a set (the half with through holes installed in the cap). To prevent
intermingling them from one boxed set to another, mark the flange edge of each matched half (the surface that also has
the etched p/n) with a letter or number that corresponds sequentially with the sets location in the frame. For example,
use a 1, for the set used on journal #1, a 2, for journal #2, etc.
Figure 11-8: DPC-2804 Series Main Bearing Installation
Prior to bearing installation, ensure that all main journal bores (saddles and caps) are clean, dry (no oil) and free of
burrs. Be certain that nothing is placed between the bearing back and the journal bore surfaces.
Place the bottom half of each bearing set in its assigned frame saddle, except the main/thrust bearing located at #2
main. (The main/thrust bearing is installed after the crankshaft is located in place, and discussed later.) On the cap, be
certain that the holes in the bearing half are aligned with the caps dowel pins. (These are locating pins to assure
correct placement of both halves during the torque down of the cap. The pins do not prevent bearing rotation, that is
done by proper fit and fastener tightening.)
Each bearing half should fit snugly in its saddle or cap. If it must be forced into place, a problem exists. Remove it, and
check the mating surfaces for burrs and dimensional inconsistencies. Each bearing half must be square with its
companion saddle or cap. Use a feeler gauge to check the gap between the bearings flange and saddle or cap surface;
a uniform gap ( 0.002of the gap) is expected.
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Crankshaft Installation
Before the crankshaft is installed, wipe the installed bearing surfaces clean. Then apply a generous amount of oil on
the exposed surface of each bearing.
Figure 11-9: DPC-2804 Series Crankshaft Installation and Orientation
Cover the main bearing frame studs with PVC pipe, 1 x 8L, to prevent damaging the crankshafts bearing journal
surfaces while it is lowered into position. Prepare your hoist and lifting slings to lift approximately 5,000 pounds. Adjust
the slings for a level lift of the crankshaft. Gently and evenly lower the crank squarely onto the bearings.
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Figure 11-10: Lowering the Crankshaft into the Frame
Main/Thrust Bearing Installation

Install the main/thrust bearing after the crankshaft is setting on the other main bearings. Otherwise the bearings thrust
surfaces would be damaged if the crankshaft was not square to the frame while lowering it into place.
The main/thrust bearing is to be rolled into place. Remember, do not allow oil on the back of the bearing or the saddle
surface. It may be helpful to have the crankshaft rotated very slowly during this process. Bearing installation/removal
tool p/n A-4676-3 (for DPC-2803s), or A-4676-4 (for DPC-2804s), can also be used.
Bearing Clearances
Crankshaft to bearing clearance of 0.004-0.007 is most readily determined by use of blue Plastigage. (See their
instructions for application details.) Place each prepared bearing cap on its appropriate frame location do not tighten
the stud nuts, yet. Then, install the tie bars in their assigned locations, and tighten their cap screws to 260 lbs-ft
torque. The bearing cap stud nuts should next be tightened in a zigzag manner and in 90 lbs-ft torque increments to a
total of 360 lbs-ft torque.
Remove the tie bars, then remove the bearing caps, and measure the blue Plastigage. If the required 0.004-0.007
clearance is not attained, disassemble and measure the component parts to determine a dimensional irregularity for
correction.
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Figure 11-11: Plastigage Measurement
Once the bearing to crankshaft clearances are acceptable, and the tie bars and bearing caps re-installed and
retightened, check the thrust for 0.010 to 0.020 clearance. If the required clearance is not attained, disassemble and
measure the component parts to determine a dimensional irregularity for correction.
Crankshaft Web Deflection

After all of the bearing clearances are confirmed as acceptable, measure the crankshafts power throw web
deflections. Place the dial indicator (Starrett # 900-728, Ajax P/N 111-355) as shown below. The limit for total indicator
runout (TIR) for a full crank revolution is 0.0010 maximum without the flywheel installed. If the flywheel is installed,
power throw #1 is permitted 0.0013 TIR maximum.
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Figure 11-12: Compressor Pins, Center Main, for 3- and 4-Throw Crankshafts
Refer to Ajax engineering standard ES 4025 for details for measurement techniques and details, and a sample report
form.
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The gas injection valve used in the LE power end is of the same basic design as the one used in the standard
combustion assembly but the valve housing and plunger housing are not interchangeable. The gas injection valve
assembly on the LE engine has a longer valve body housing and a shorter plunger housing to accommodate the profile
of the power head.
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.
Refer ES 1006 for warm up and loading of cold engines.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 antifreeze 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.
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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, verify the temperature of 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 units overall compression
ratio. However, if the first stage suction conditions and the final stage discharge pressure have not changed, then any
change in interstage conditions should be investigated.
An abnormal increase in interstage pressure indicates problems in the higher stages; whereas, an abnormal decrease
in interstage pressure indicates problems in the lower stages.Temperature gauges may be installed to show that
operating gas temperature out of each stage. Any significant rise in temperatures from a cylinder indicates an
abnormal condition, such as a leaking valve or a broken ring.
Clearance Adjustment - Compressor

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

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

When the required capacity drops the volumetric efficiency of the cylinder below 50% it may be desirable to operate
singel acting with one end of the cylinder unloaded. This can be accomplished by removing the suction valves from the
end to be unloaded. The cylinder will then compress gas only on the loaded end.
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Compressor cylinder are specially built whenever the gas contains more than 32 grains of hydrogen sulfide (.05% by
volume). Higher percentages of hydrogen sulfide increase the precautions taken.

Compressor Cylinder Bodies
Cylinder cooling is accomplished by air or water depending on design.
Water cooled 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.
Cylinder Groups
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 reconditioning 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 enough 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.Slide 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 hole in 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. If rework of a shrink liner is required, the services of a competent
machine shop will be required.
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 units while aluminum pistons may be used in the larger
diameter units.End clearance between piston and cylinder heads should be adjusted as outlined in start-up procedure.
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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. Refer Table 12-1. 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
Side Clearance Tolerance (inches)
End Gap (90 Cut) (45 Cut) Tolerance Minimum (inches)
Carbon Filled Teflon

.988 x Nominal Width
+.000
-.004
.022 x Nominal Diameter
+ .001/in. Diameter, -.000 .010
Peek Filled Materials

.994 x Nominal Width
+.000
-.004
+ .001/in. Dia, -.00
Rings should be checked for roundness to ensure 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 induction hardened high strength alloy steel. Special materials or coatings are used when the
gas is corrosive. It is essential that the rod be free from scratches or nicks to prevent damage to the oil scraper or
packing rings.
The piston rod is screwed into the cross-head and locked by set screws and lock nuts. Be sure to loosen set screws
sufficiently to prevent damage to threads when removing piston rod.
Compressor Pressure Packing

Particular care should be taken during the initial break-in period of a compressor piston rod pressure packing. It is
recommended that the lubricator feed rate for the packing be set at twice the normal rate and the compressor run
unloaded for 15 minutes.
Periodic inspections should be performed 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.
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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 houses the springs which hold the plate or rings against the seat.
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.
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.
The underside of cylinders have valve cages with set screws to keep the valve seat gasket, valve assembly and valve
cage from falling out of the cylinder while the valve cap gaskets are being removed or installed.
Tighten all valve cap nuts finger tight before applying a wrench to them. Using a torque wrench, tighten the nuts
opposite each other a little at a time so the valve cap will be brought down evenly on the valve cap gasket.Torque
values for tightening nuts are listed in section 5.
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To get the maximum efficiency from a compressor cylinder, the inlet and discharge valves must be clean and tight.
Valves should be inspected periodically. Experience will tell how often they must be cleaned under the particular
operating conditions.
If valves require frequent cleaning, the cause may be one of the following:
l
Excess oil, and or improper grade of oil. This will cause carbon to deposit on the valves, and also throughout the
compressor cylinder. Use only enough oil to properly lubricate the cylinders and be sure to use the best grade
oils.
High gas temperature, which is usually the result of leaking valves as explained in previous discussion under
compressor cylinders.
Dirty intake gas. This situation can usually be remedied by installing a filter in the intake line.
Compressor Lubrication
Wide variations in actual field operating conditions, such as the cleanliness of the gas, the wetness of the gas and
even the type of gas, make it almost impossible to specify the exact quantities of lubricants required for compressor
cylinders. However, for dry, clean gases, such as those mentioned under Oil Specifications, the following rules will
generally suffice to provide ample lubrication after initial run-in.
The actual volume of lubrication used is generally expressed in pints per day. Since the rubbing surface of a
reciprocating motion is involved, an amount of oil equivalent to 1/2 pints per day per one million square feet of swept
area plus a pressure factor amount should give satisfactory results. From this rule the following formula should be
used: (31.4 x Bore Dia. x Stroke x RPM) + (333 x Disch. Press.) The answer to this formula gives a factor which
represents the relative amount of lubricant required per cylinder. To convert this lubrication factor to pints/day/cylinder,
move the decimal point six (6) places to the left. Another conversion that will express the quantity in approximate
drops/minute is to move the decimal point only five (5) places to the left.
Since cylinder lubrication is nearly always supplied by a sight feed lubricator, which permits visual observance of
pump strokes and so many drops per minute of lubricant being supplied to each cylinder point or points, it is
convenient to be able to express Pts./Day in Drops/Min. A rough rule of thumb for making this conversion is to
consider approximately 10 Drops/Min. equal to 1 Pt./Day. this is equivalent to about 14,400 drops per pint, considering
the drops to be approximately 5/32 in diameter, which is the average size put out by most gravity and vacuum sight
feed lubricators. For lubricators having the glycerine filled sight feed, about 3 to 4 drops, or expulsions per minute up
the wire is equivalent to 1 Pt./Day.
On the initial start-up of new compressors, in environments where high humidity and/or wet gas conditions are
encountered, the above rates should be nearly doubled for the first few hours of operation, and then cut back, generally
to the point of sufficient lubrication.Since it is always less expensive to start out over-lubricated than it is to replace or
repair scored cylinders, rings, rod packing and rods, it is never-the-less undesirable and uneconomical to continue at
such a rate.
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Over-lubrication can cause excessive oil carry-over into air lines, instruments, and even to the end products, resulting
in over-carboning and gumming of valves and rod packing.Therefore, after the first few hours of lubrication, after you
observe that the unit is properly lubricated, the rate can be cut back by steps of 2 to 3 drops per minute, until the
desirable oil film, as noted in the next paragraph, is attained.
By shutting the compressor down, and removing one or two of the valves, inspection of the cylinder interior can be
made for sufficient lubrication. Over lubrication is the result of excessive oil, and small puddles of oil will collect in the
cylinder low spots. This indicates that a cut-back in the lube rate is required. On the other hand, if surfaces are dry and
no oil film appears present, the rate should be increased. A generally accepted test for sufficient lubrication is to blot
the rubbing surfaces with 3 or 4 layers of tissue paper, immediately after removing a valve, and following a shutdown.
A yellow stain or clear oily discoloration through the first layer and into the second layer of tissue is indication of proper
lubrication. Lube rates should be adjusted up or down according to the indication of this test. Any evidence of gray,
black, or bronze discoloration in the oil may indicate abrasion, scuffing, or some other malfunction which should be
investigated prior to start-up. The lube rates, as calculated by the formula in paragraph a, should be sufficient for such
cylinders and packing arrangements, but the final lube rate will generally be dependent upon maintaining a proper oil
film on the rod surface, rather than on the cylinder surface. However, since applications and cylinder sizes can vary,
both surfaces should be periodically checked for determination of which surface takes precedence in deciding the final
lube rate.
To summarize the above:
1. Careful selection of the lubricant for the specific application is very important.
2. To ensure that the proper lube rate is being applied, examine the cylinder and rod periodically.
3. Extended over-lubrication is as detrimental as under-lubrication. Over-lubrication will result in excess oil and
heavy carbon deposits. Under lubrication may result in scoring and scuffing.
Packing Lubrication Quantities

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

Quite often in certain process applications, synthetic or fire resistant lubricants, such as Pydraul AC, Fyrquel,
(formerly Celllube) and Houghto-Safe, are used for cylinder and rod lubrication. Before using these lubricants, you
must properly prepare the compressor, carefully select the lubricant, and use an appropriate quantity of lubricant.
It is important that you prepare the machine for synthetic or fire-resistant lubricants since gaskets, seals, o-rings and
paints must be compatible with the particular lubricant being used. Check with the particular lubricant manufacturer in
order to know the necessary compatible materials.
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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.
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. If a fully compatible fluid is not going to be used, then gaskets, seals, o-rings, and paints
may have to be changed out since the lubricant may have a deteriorating effect on these items. When making such a
change, it is advisable to check cylinder internals and to remove all carbon deposits on valves, etc., to prevent their
being loosened by the new lubricant.
Since there are a number of different synthetic lubricants on the market today, it is best to get all the available
information about the specific lubricant manufacturer prior to the use of any new and unfamiliar synthetic lubricant.
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Installation instructions
The following parts are required for each installation:
1. Altronic III Unit
2. Wiring Harness
3. Ignition coils - 501 061, 501 061-S, or 591 007 - one per spark plug
4. Engine Drive Member (base mount) - 560 001
Engine
Set engine so that No. 1 cylinder is at the ignition firing point.
Rotation
Determine the rotation of the Altronic III Unit (looking at the drive end of the Altronic unit) for the engine being equipped.
Even firing interval units can be used for either CCW or CW rotation.
Flange-Mount Unit
1. Locate the timing mark on the housing for the proper rotation (see below). Rotate the unit shaft until the red
mark on the shaft lines up with the proper mark on the housing.
2. Mount unit to the engine drive, keeping the two red marks lined up together as close as possible. Install and
tighten finger-tight two 3/8 inch -16 mounting bolts.
3. Final timing should be checked using a timing light with the engine at operating speed.The entire unit is rotated
to adjust ignition timing.
4. Tighten the two 3/8 inch -16 mounting bolts.
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127
Primary Wiring
The firing order of the Altronic III units is as follows:
Table 13-1: Primary Wiring
Number of Cylinders
2
3
4
CCW Rotation
A-C
A-B-C
A-B-C-D
CW Rotation
A-C
A-C-B
A-D-C-B
Starting with lead A to the coil of #1 cylinder, the harness leads are connected according to the engines firing order to
the positive (+) terminals of the coils. The G harness lead is the switch or shutdown panes wire.
A common ground lead connecting the negative (-) terminals of the coils must be run as shown in the diagrams. All
primary wiring should be protected from physical damage and vibration.For primary wire, use ONLY no. 16 gauge
stranded, tinned copper wire. The insulation should have a minimum thickness of .016 and be rated 105 C. or higher.
Irradiated PVC or polyolefin insulations are recommended.
Secondary Wiring
Use only Altronic coils - standard low tension magneto coils will not operate properly with this system. Mount the
ignition coils as close as possible to the engine spark plugs.
A 7mm, silicone insulated, tinned copper conductor is recommended. Keep spark plug leads as short as possible and
in all cases not longer than 18. Spark plug leads should be kept at least 2 away from any grounded engine part. In
deep spark plug wells, use rigid, insulated extenders projecting out of the well.The use of a clear, silicone grease (such
as Dow Corning DC-200) is recommended for all high tension connections and boots. This material helps seal out
moisture and prevent corrosion from atmospheric causes as well.
Dual Coils
Use series wiring for two coils per cylinder. See the wiring diagrams for in-line unshielded or in-line shielded for detail.
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128

Primary
1. It is recommended that primary connections be made at a terminal strip.
2. With Altronic primary cables, loosen 1/2-14 NPT adaptor from conduit and tighten in cylinder junction box to 810 ft. lbs.
3. With straight plug-in connector, plug into coil before re tightening conduit nut to 1/2-14 NPT adaptor.
4. With right-angle plug-in connector, adjust insert alignment to match keyway in ignition coil connector by loosening connector assembly and carefully rotating elbow without straining primary wires.
5. Hand tighten all primary connector nuts. Then carefully tighten 1/8 turn with pliers - DO NOT OVER-TIGHTEN.
Secondary
1. Spark plug threads and seat in engine head must be free from paint, dirt, etc. to insure a good electrical ground
for the spark plug. Use a thread and seat cleaner tool.
2. Spark plugs should be uniformly gapped to a setting depending on the application (contact the engine manufacturer or Altronic). Be sure spark plug insulator is clean; if not, clean with a clean, dry paper towel. Install
spark plugs to recommended torque value using a torque wrench. Do not use thread lube.
3. Using a clean, dry paper towel, clean the porcelain end of the shielded spark plug lead. Install the coil end of the
shielded lead first and tighten nut securely. Then install the spark plug end and tighten to 8-10 ft-lbs. Do not use
thread lube.
4. With integral coils, screw coil on to spark plug hand tight. Then tighten 1/6 turn with wrench. Do not use thread
lube.
For detailed safety, installation, and operation instructions for the Altronic III Ignition system, see the Altronic supplied
literature in the Ajax Vendor Literature composite service manual.
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General
This chapter provides an overview of the proper operation and maintenance of the Ajax integrated governor throttle
body. Topics covered include operation of the governor, as well as problem diagnostics.
IGTB Governor
The IGTB is a combination of a throttle and an electronic governor, therefore integrated governor throttle body or
IGTB. Its function is to maintain an established RPM set point throughout the load range of the engine. NOTE: The
throttle is not a shutoff valve. There is enough clearance between the body and the throttle plate to allow the engine to
run under certain conditions at less than rated idle RPM when the governor is not powered.
As shown below, the governor measures the RPM with a magnetic pick up and compares it to the set point RPM
supplied by the pressure transducer.
Figure 14-1 IGTB Governor
RPM set point is established by a pneumatic 3 to 15 psig signal to the pressure-to-voltage transducer. See Table
below for pressure signals and corresponding voltage and RPM
Table 14-1: RPM, Voltage, Pressure
RPM
300
335
370
405
440
AJAX
Voltage
1.8
2.6
3.4
4.2
5.0
Pressure
3
6
9
12
15
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Problem Diagnostics
When the set point is changed to an increased value the rate of acceleration to that value is 12 RPM/second.
When the set point is changed to a decreased value the rate of deceleration is 12 RPM/second.
An attained RPM set point is maintained by PID values for best response to changes in load.
The governor has an operating voltage range of 18 to 28 Vdc with a nominal voltage of 24V. The governor consumes
32W maximum power at a peak current of 1.3A (24V) assuming 4 ohms stator resistance at 77F.
Its operating temperature range is -40F to 221F.
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 governors 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 A4669), and a PCs 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 throttles 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 governors 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.
Table 14-2: Problem Diagnostics
Problem
Engine does not start.
Possible Cause
Power not applied
MPU gap too large
AJAX
Suggested Test/Correction
Disconnect harness from governor. Test for +24V
between plug socket #1 and #5.
Rotate engine manually to check for 0.020 to 0.030 gap.
132
Problem Diagnostics
Problem
Possible Cause
MPU signal connection open
Stuck Throttle Shaft
Engine starts, but shuts

down.
MPU gap too large
Suggested Test/Correction
Disconnect harness from the governor. Reset the annunciator. Test for at least 2 Vrms between pin 11 and pin 3
during cranking.
Remove the governor. Move throttle by hand. Assess
smoothness, friction, and return spring force.
Rotate engine manually to check for 0.020 to 0.030 gap.
Assure that 18-28Vdc is supplied to governor pin connections #1 (+Vdc) and #5(-Vdc).
Manually switch off governor
Ignition misfire
Troubleshoot the ignition system.
Precombustion Chamber fuel Check for normal PCC fuel pressure, and fouled or stuck
Engine starts and runs, but
supply
check valves.
is unstable.
Using combustion pressure management, balance the firGas Injection Valve Adjustment
ing pressures.
Unable to attain rated
A 3-15 psig input signal should produce a 1.8-5vdc output
Pressure transducer output low
RPM with a slight load.
signal. 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.
Engine starts, but does not
accelerate to idle RPM.
AJAX
Inadequate electrical power
133
Section 15: Servicing for Extended Periods of Storage
Section 15: Servicing for Extended Periods of

Storage
Preparing For Extended Usage
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 crosshead guides. Remove side cover and wipe crankcase clean with
rags. Do not use waste oil. Using an oil can with a good grade lubricating oil, squirt oil on piston rods and around
stuffing box and connecting rod bearings. Wipe oil on both upper and lower guides and replace cover.
3. Remove crankcase top covers and wipe remainder of crankcase clean. Squirt oil in and around main bearings
and crank pin bearings. Remove breather caps and wash in solvent and blow dry with air. Then re-oil filter element and install on unit.
4. Drain scavenging chamber to remove sludge. Replace plug.
5. Swab engine piston rods with oil while pistons are at back dead center.
6. Remove engine cylinder heads and swab cylinder bores with oil while piston is at back dead center. Install cylinder head and rotate crank so that piston is about mid-stroke. Pump each cylinder lubricator pump ten or
twelve times by hand, thus flushing oil around piston and rings.
7. Using 3/8 inch plywood, cut a disc that will fit inside tapped holes for the exhaust flange. Insert disc over
exhaust opening. Draw flange cap-screws 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. Do not drain fluid from the gas injection system. Do not drain oil from control box and lubricator.
11. 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, that could be contaminated with debris.
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135

12. 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.
13. Remove compressor valves and coat all components with oil. Before replacing valves, squirt oil on cylinder
wall and on piston rod.
14. Pump each lubricator pump ten or twelve times by hand to lubricate compressor piston and pressure packing.
Rotate crankshaft to distribute oil.
15. On cylinders equipped with variable volume clearance pockets, oil piston and threaded rod. Cover exposed rod
with grease.
16. All exposed valve stems should be protected with grease.
17. Cover all flange openings with plywood covers cut to suit.
18. Plug all threaded openings.
19. Disassemble trap, clean and oil orifice and seat before reassembling.
20. Grease fan shaft and bearings.
21. Loosen idler pulley to remove load from V-belts.
22. Protect instrument panel and any other exposed area which might be damaged during storage.

Ajax has taken every practical precaution to prevent corrosion or rust in bearings, piston rods, crossheads, metallic
packing, cooling system, etc., by treating all of these parts with approved rust inhibitors. However, the following
additional precautions should be taken when placing engine-compressors in service after long periods in storage after
shipment from the factory, or other extended storage periods.
1. Remove side and top covers and see that the crankcase is clean. Fill crankcase with oil. See lubrication recommendations in Section 5.
2. Remove cylinder head and clean cylinder bore. Swab the cylinder with clean lubricating oil to provide initial lubrication 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 thorough job of reconditioning, the metallic packing should be cleaned and oiled. Packing on lubricator shaft should
be loosened and oiled, and the governor lever shaft outer bearings should be oiled.
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, operate the lubricator flushing units by hand and see that oil flows freely through each oil line, and through the check
valve.
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6. Remove governor cap and inspect governor weight pins and remove any corrosion which has accumulated during storage period. Oil and make sure that all working parts are operating freely.
7. Clean air filter.
8. Remove all plywood storage covers and plugs from flange openings and threaded connections.
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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.
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 to suddenly 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.
TIB 020326 DESCRIBES GE'S RECOMMENDED PREVENTIVE MAINTENANCE PROGRAM.
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Contents
ES 1002: LUBRICATION RECOMMENDATIONS FOR SUPERIOR RECIPROCATING
COMPRESSORS.
ES 1006: LUBRICATING OIL RECOMMENDATIONS FOR AJAX ENGINES COMPRESSORS.
ES 4025: CRANKSHAFT WEB DEFLECTIONS FOR THREE AND FOUR CYLINDER AJAX
ENGINES
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Contents
1. TIB 061013 Catalytic Converter Installation and Maintenance instructions
2. TIB-AJ-1003: Ajax Non-LE, setting power piston crown height "striking clearance".
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Ajax Technical Information Bulletin #061013

Instructions for the installation, operation, and maintenance of a catalytic converter on an AJAX engine-compressor
silencer.
This bulletin provides instructions on how to use a catalytic converter in a manner that will ensure operator safety, efficient use, and long catalyst life. Also presented are guidelines to consider prior to start-up of your unit, instructions on
installing the converter elements, the proper oil to use with the catalyst, troubleshooting, catalyst regeneration and storage, and spare parts information.
This bulletin also provides instructions on taking temperature and pressure measurements on the catalytic converter,
including measurements that are required by the United States Environmental Protection Agency (U.S. EPA).
Table of Contents
Factors That Affect Catalyst Operation
Before Initial Start-up
Installing the Catalyst Elements
Installing Catalyst Gaskets
10
Initial Operation with Newly Installed or Rebuilt Compressors
12
Catalyst Measurements
13
Warning Signs
17
Inspecting and Troubleshooting a Catalyst
17
Catalyst Regeneration
17
Storing the Catalyst
18
Catalyst Spare Parts
18
Ajax Contact Information
18
Approval
18
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Factors That Affect Catalyst Operation

Catalysts can control exhaust pollution for years, and require minimal maintenance, as long as the operator watches
for:
l
Catalyst inlet temperatures that fall below or exceed certain limits
Chemicals in the exhaust that can harm the catalyst
Coolant or water that leaks into the catalyst
Engine oil that is not recommended for use with the catalyst
Improper catalyst sizing
The best catalyst performance will be obtained when insulation is installed on the exhaust pipes and on the section of
the silencer before the catalyst housing. In cold climates, insulation is mandatory.
Catalyst Inlet Temperature

Catalysts are meant to operate between 450 and 900F. Exhaust temperatures lower than 450 are not hot enough to
produce an efficient catalytic reaction, so the catalyst will not control emissions at these low temperatures. Temperatures higher than 900 will crystallize the precious metals in the catalyst elements, eliminating the catalysts emission-reducing properties. Catalyst inlet temperature can be measured from the 3/4" pre-catalyst emission sampling
port (see page 13).
Chemicals in the Exhaust

Certain chemicals in exhaust gases will also render the precious metals useless as catalysts; these chemicals
include lead, zinc, tin, copper, sulfur, mercury, antimony, chromium, phosphorus, chlorinated hydrocarbons and silicon. Contact the manufacturer for a list of all chemicals that are harmful to the catalyst. Propersizing of the catalyst,
as well as proper maintenance of the engine, will reduce the potential for catalyst fouling due to these chemicals.
Regeneration of the catalyst elements will remove chemical build-up on the catalyst elements as well (refer to the
Regeneration section on page 11).
Coolant or Water Leaking into the Catalyst

A catalyst that has been flooded with rainwater or antifreeze is permanently damaged, and the catalyst should be
replaced. Make certain that no coolant or water is allowed to leak into the catalyst.
Proper Engine Oil

Using the proper engine and cylinder oil is critical to the successful operation of the Ajax exhaust catalyst. Cameron
AJAX worked with ExxonMobil to develop an oil that would ensure proper catalyst operation and maintain the
designed emissions control. Both lab and field engine tests have validated the performance of the new catalyst friendly
oil in maintaining optimum catalyst life, as well as cylinder liner, bearing, and crosshead guide protection.
Mobil Pegasus Special CF must be used to ensure proper performance of the catalyst.
For assistance in sourcing Pegasus Special CF via your local ExxonMobil Distributor, please contact ExxonMobil at
1-800-662-4525, or visit www.mobil.com.
Correct Lube Oil Rate

The correct lube oil rate will directly affect the lifespan of the catalyst. If the rate is too high, the life of the catalyst elements will be greatly shortened (see Ajax Operation and Maintenance Manual for proper lube oil rates).
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Improper Catalyst Sizing

Catalysts are sized based on engine specifications. If the engine is not operating according to those specifications,
the catalyst is not sized properly, which will result in a shortened catalyst life span. Contact Cameron-Ajax Application
Engineering for correct catalyst sizing.
Sour Gas
H2S in the fuel gas will damage the catalyst elements.
Engine Backfire
Cameron recommends the use of a backfire relief valve to protect the catalyst elements from damage.
Before Initial Start-up

A new or rebuilt engine started for the first time may not run properly, or according to specifications, which may damage the catalyst. To prevent damage to the catalyst, follow these steps:
Step 1: Before starting the engine, remove the catalyst elements and gaskets.
Step 2: Start the engine.
Step 3: Measure and log exhaust gas temperatures, as well as exhaust gas constituents, to
ensure that the engine is running according to the manufacturers specifications.
Step 4: Once you are certain that the engine is running properly, install (or reinstall) the catalyst
elements.
The following section, Installing the Catalyst Elements, describes in detail how to properly install catalyst elements.
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Installing the Catalyst Elements

It is important to install the catalyst elements into the catalytic converter correctly so that the element gaskets properly
seal and no unfiltered exhaust is permitted to bypass the elements. There are 4 main steps in installing the catalyst
elements:
Step 1: Adjust the Converter Tray lower to accept Element(s)
Step 2: Installing Catalyst gasket
Step 3: Insert the Catalyst Elements into the Converter Housing
Step 4: Install the Adhesive Gasket for the Access Door
Step 1: Adjust the Converter Tray

a. Ensure that the silencer is secure and all safety precautions have been addressed.
b. Open the access door by removing the door bolts and washers from the access door and allowing it to open
(see Figure 1 below).
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Figure 1 - Opening the Access Door
c. Check the position of the tray (Refer to Figure 2 below).
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If the surface of the tray is flush with the bottom edge of the window, the tray is down, or lowered
If the surface of the tray is higher than the bottom edge of the window, the tray is up, or raised
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Figure 2 - Location of Converter Tray
d. Adjust the tray by first loosening the top nuts on the adjustment studs (See Figure 3 below).
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Figure 3 - Tray Adjustment
e. Raise or lower the tray as needed to position the tray flush with the bottom edge of the window.
l
To lower the tray, turn the bottom nuts counter-clockwise (facing nuts from the top).
To raise the tray, turn the bottom nuts clockwise (facing nuts from the top).
Step 2: Insert the Catalyst Elements Into the Converter Housing

a. Align the element with one of the tray openings inside the housing and slide the element in until it stops (see Figure 4 below).
b. Insert remaining elements into the remaining tray openings (1 element for DPC-2801 series units, 2 elements
for DPC-2802, 3 for DPC-2803, and 4 for DPC-2804 series units).
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Figure 4 - Tray Adjustment
Step 3: Compress the Element Gaskets

a. Raise the tray by turning the bottom nuts on the adjustment studs.
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First, beginning with the back two studs, turn the nuts clockwise (facing nut from the top) to rise the element tray.
Next, adjust the front two studs, raising the tray until all element gasket are lightly and evenly compressed.
b. Adjust the studs (alternately) until the gaskets on the back side of the elements begin to lightly compress
c. Move to the access door side and adjust the remaining two studs until the entire gasket is lightly and evenly
compressed (see Figure 4 above).
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d. Turn the bottom nuts of each stud two full revolutions. Alternate front to back, back to front when tightening.
e. Tighten the top nuts of each stud to lock in place.
Step 4: Install Adhesive Gasket for the Access Door
Figure 5 - Compressing the Element Gasket
a. Cut strips of adhesive gasket as needed to place around the access door.
b. Make holes in the center of the adhesive gasket for the bolt holes surrounding the door (see Figure 5 above).
c. Remove tape from the back of the adhesive gasket strips, and place strips around the Door so that when the
converter access door is closed, the door will seal completely and no gases will escape.
d. Close the access door, place the washers and tighten the bolts for the door alternately until the door is completely and firmly sealed.
Tips on Properly Installing the Catalyst Elements

If catalysts are installed improperly, some exhaust products may bypass the catalyst elements. To avoid this problem,
follow these instructions:
l
Replace a catalyst gasket with a new gasket if you are unsure of a gaskets quality or state of repair.
Clean all mating surfaces so that the gasket can seal properly.
Tighten all nuts, bolts, and washers to prevent leaks.
Do not use silicone-based gasketing compounds.
Use anti-seize compound.
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Installing Catalyst Gaskets
Old Gasket & Metal band assembly
The previous version of the gasket was attached to the side of the Catalyst using a metal band.
New Gasket & Catalyst assembly
The new gasket is now attached to the top of the Catalyst using a Pressure Sensitive Adhesive (PSA)
10
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Step 1: Bend a corner of the PSA
Step 2: Push fingernail into adhesive and scrap back double faced tape
Step 3: Pull back white protective backing
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Step 4: Position the element so that the flow arrow faces up, and start at a corner and press the
gasket in place
Step 5: Move to the next closest corner and press the gasket in place
Step 6: Lightly set gasket in place along the length of the element. Position the gasket over the
third corner and press in place. Press the fourth corner in place.
Initial Operation with Newly Installed or Rebuilt Compressors

Step 1: Remove the elements from the housing, raise the tray and reinstall door.
Step 2: Break in new piston rings and make sure the engine is operating correctly.
12
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Step 3: With the engine shut down, remove the door and lower the tray. Take care to keep the tray level while lowering.
Step 4: Install a new gasket on each element and on the door of the catalyst housing.
Step 5: Install the elements making sure they are pushed all the way to the back of the rack.
Step 6: Raise the tray.
Step 7: Tighten the backup nut on tray studs.

Step 8: Visually inspect the gasket to make sure that it is compressed between the element and the top sealing surface.
Step 9: Replace the cover door.
Step 10: Confirm that the correct lube oil rate is being used.
Catalyst Measurements
In many applications, the EPA requires that catalyst inlet temperature is monitored and logged. Inlet temperature can
be measured from the 3/4" pre-catalyst emission sampling port (see Figure 6 below).
Figure 6 - Catalyst Inlet Temperature Measurement Port
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Catalyst Pressure Drop Measurement

In many applications, the EPA requires that the pressure drop across the catalyst is measured and logged monthly.
If the pressure drop does increase by more than 2 inches, the catalyst elements need to be inspected and regenerated.
To make the pressure drop measurement, we recommend using the test equipment displayed in Figure 7 (on the following page), and listed below in Figure 8.
Figure 7 - Recommended Test Equipment for Measuring Pressure Drop
14
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Figure 8 - Magnehelic Pressure Gauge Rear View

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Magnehelic Series 2000 Differential Pressure Gauge - measures the differential pressure in inches of water
(awater manometer can be used in place of the Magnehelic gauge).
Teflon PTFE Tubing, heavy wall, 1/4 O.D., 1/8 I.D. - connects the pressure gauge to the Kiene indicator
valves.
90 Tubing Elbows, 1/4 Tube x 1/8 MNPT - Connects the Teflon tubes to the pressure gauge.
90 Degree Tubing Elbows, 1/4 Tube x 1/4 MNPT - Connects the Teflon tubes to the Kiene indicator valves.
Kiene V-10 Indicator Valves - Connects the pressure gauge to the 3/4 differential pressure measurement ports
on the catalytic converter.
Connect the Kiene V-10 indicator valves to the pre- and post-catalyst 3/4 pressure differential indicator ports on the
catalytic converter housing (see Figure 11 below). The Kiene valves connect to the Magnehelic differential pressure
gauge by way of 1/4 Teflon PTFE Tubing. See Figure 10 above for the proper pre- and post- catalyst connections on
the pressure gauge. Note that the pre- and post catalyst connections on the gauge are 1/8 NPT.
To connect the 1/4 x 1/4 tubing elbows to the Kiene indicators, you will need 2 Kiene AX-34 valve adapters.
Log Sheet:
Below is a log sheet for recording the catalyst temperature and pressure measurements required by the EPA.
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Date
7/18/04
Time
11:11 AM
Initial Data Recorder When Catalyst Was Installed

Catalyst
Pressure
Inlet
Temp
Load
Drop
RPM
Comments
(deg
F)
(%)
(In H2O)
See
Note
2
See Note 1
See Note 3
440
91
614
0.4
Max allowable pressure drop = 2.4
Data Recorder Monthly

Catalyst
Pressure
Date
Time
Load
Inlet Temp
(%)
(deg F)
See Note 1
See Note 2
RPM
Drop
Comments
(In H2O)
See Note 3
Note 1: The Load is calculated from the compressor performance program from Cameron called Ajax.
Note 2: Catalyst inlet temperature must be equal or greater than 450 degrees F
Note 3: Maximum Catalyst Pressure Drop is the Initial reading +2"H2O
16
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For example: If initial reading = 0.4 In H2O, then Maximum allowed pressure drop = 0.4 + 2 = 2.4 in H2O
Warning Signs
Catalyst maintenance may be necessary if you see the following Warning signs:
l
Unusual pressure drop across the catalyst
Emissions test failure
Emissions testing data revealing an upward trend. The following factors can contribute to increases in emission
levels:
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Change in engine operating parameters (RPM/BHP, etc.)
Change in the engine fuel
Engine misfires. Misfires add fuel to the exhaust and cause temperature increases in other enginecylinders
Engine modifications
Catalyst exposure to antifreeze or to harmful compounds such as lead, zinc, tin, copper, sulfur, mercury, antimony, chromium, phosphorus, chlorinated hydrocarbons, and silicone
Engine backfire, causing catalyst damage
An increase in emissions could be due to carbon buildup on the elements resulting from incorrect oil or a lubrication rate that is too high.
Inspecting and Troubleshooting a Catalyst

After you remove a catalyst, inspect it for:
l
soot in the housing, gasket, and on the face of the catalyst element; this soot is evidence that some exhausthas bypassed the catalyst. To remove the soot, the catalyst can be vacuumed or blown with dry, oil-free compressed air.
burned places on the face of the element, indicating excessively high exhaust temperatures, or fuel/oil fires.
Check and service an engine that has excess oil or fuel in the exhaust
element damage due to engine backfires. This causes a gap between the frame and the catalyst material that
allows exhaust gas to bypass the element resulting in high emissions.
Catalyst Regeneration
Catalyst regeneration, or catalyst washing, involves immersing the catalyst into solutions of non-phosphate alkaline
cleaners and acetic acid in order to restore the catalysts effectiveness. Catalysts can be regenerated 2 to 3 times
before they finally have to be replaced. Regeneration is usually performed by a contractor or the catalyst manufacturer,because using the wrong chemicals, or incorrect concentrations of proper chemicals, can permanently damage the catalyst, and because the chemicals used in regeneration have to be properly disposed of.
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GE Oil & Gas

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Message from GE Oil & Gas Compression Systems LLC

GE Oil & Gas Compression Systems LLC Policies

Our Quality Policy

Warranties To Original Purchaser (Non-Transferable)

GE Oil & Gas Compression Systems LLC Contact Information

Section 2: Safety Information

Danger, Caution and Note Symbols

Figure 2-1 Safety Decals

Figure 2-2 Safety Decals

Engine Maintenance Precautions

Engine & Frame

Figure 4-1: 2804 Engine Compressor

Two-Cycle Principle of Operation

Figure 4-2: Compression

Figure 4-3: Power

Figure 4-4: Scavenging

Section 5: General Data

Table 5-1 General

Table 5-2 Power and RPMs

Table 5-3 Basic Specifications - Engine

Table 5-4 Compressor

Table 5-5 Auxiliary Systems

Table 5-6 Estimated Weighs & Dimensions

Table 5-7 Engine Component Dimensional & Clearance Data

Table 5-8 Compressor Component Dimensional and Clearance Data

Table 5-9 Torque Table for Critical Ajax Fasteners

Clearance and Torque

Figure 5-1 Crankcase and Main Bearing Journal Group

Figure 5-2 Power Cylinder Group

Figure 5-3 Power Piston, Crosshead, and Connecting Rod Group

Figure 5-4 Compressor Crosshead and Connection Rod Group

Ajax Engine Compressor Noise Data

Table 5-11 Sound Pressure Levels 2804LE

Table 5-12 Sound Pressure Levels Vs. Frequencies - 2804LE

Installation Design for Permanent Ajax Compressor Packages

Figure 6-1: Canister Bolt Detail

Preparation of the Foundation and Skid for Grouting

Setting the Engine Compressor

Sheave Alignment Procedure

Figure 6-2: Sheave Alignment Procedure

Final Grouting Instructions

Setting an Inertia-Base AJAX Compressor Unit

Figure 6-3: Typical Concrete-filled AJAX Inertia-base Skid

Figure 6-4: Typical Pit Dimensions for Inertia-base Units

Figure 6-5: Recommended Pit Depth and Sand Pad Specification

Setting Inertia-Base Compressor Unit and Cooler:

Fabricated Piping Assembly

Keyless Flywheel Installation and Ignition Timing

Setting Timing of the Flywheel

Installation of Sheave and Flywheel

Table 6-2: Screw Tightening Torques, Sheave and Flywheel

Figure 6-8: Flywheel Tolerances

Fuel Gas Piping

Figure 6-9: Typical 2804 Starter/Fuel Gas Piping

Unit Specific Model # and Serial #

Table 6-5: Starter Motor Pressure Ratings and Part Numbers

Figure 6-10: Starter Motor Diagram

Air Starter Motor Precautions

Exhaust Pipe and Mufflers

Exhaust Temperature Shutdown Settings

Sealing Electrical Fittings in Hazardous Locations using CHICO A Sealing Compound

Ajax DPC 2804 O&M Manual

Ajax DPC 2804 O&M Manual