Carrier Compressor Trouble Shooting

06D / 06E / 06CC
Compressor Teardown

Presented by:
06D/E/CC COMPRESSOR TEARDOWN
06D/E/CC Compressor Teardown
The purpose of this program is to provide proper analyzing and servicing procedures for
most field repair situations of Carlyle model 06D, 06E and 06CC compressors.
As with any HVAC equipment, be sure to use proper safety practices and equipment as
well as proper refrigerant handling and disposal techniques when working with this or
other types of equipment. Also, remember to lock and tag electrical circuits and be sure
that all power is off to the unit or system, including the crankcase heaters. In addition,
be sure the compressors have been valved off from the unit or system.
This class is divided into 7 sections:

Course Objectives:
1. Familiarization
• Get familiarized with 06D 2. Lubrication Systems
and 06E compressors
3. Capacity Control
• Understand the
lubrication system 4. Valve Plates and Gaskets
• Understand how capacity 5. Field Service
control works
6. Remove Oil Pump
• Identify lubrication issues
• Identify electrical issues 7. Lab Teardown
and their root causes
• Hands on teardown
© 2016 Grandy & Associates Page 1

Section 1
Familiarization

Familiarization – 06D Family
The 06D Family of compressors is available in 2, 4, and 6 cylinder configurations.

Displacements range from 8 CFM for the basic 2-cylinder model to 37 CFM for the
largest 6-cylinder version. Each model size is offered in a number of supply voltages. All
models operate at 1,750 RPM.
Air Conditioning models are available with nominal horsepower motors ranging from 2
HP on the small 8 and 9 CFM sizes to 15 HP on the largest 37 CFM model.
Refrigeration duty compressors generally use smaller motors than air conditioning
models of the same displacement. For example, the 37 CFM refrigeration duty 06D
uses a nominal 10 HP motor while a 15 HP motor is used in the corresponding air
conditioning duty model. The higher temperature and pressure operating conditions
normally encountered in air conditioning applications require the larger motors.
06D Semi-Hermetic Reciprocating Compressor Features

 3-15 Nominal HP
 8-41 Nominal CFM
 High-flow, automatically reversible oil pump provides positive-displacement oil
lubrication.
 Crankcase venting system equalizes pressure during startup and assures oil
return to sump.
 Oversize sump holds extra oil in crankcase to prevent levels dropping below safe
lubrication range during flooded starts.
 Contoured pistons lower cylinder clearances to increase compressor capacity
and efficiency.
 High-efficiency valves provide increased refrigerant flow and lower pressure
drops.
 Electronic oil-pressure switch.

06D Semi-Hermetic Reciprocating Compressor Features
NOTES:________________________
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06D Compressor Model Number Significance

All current 06D compressors are identified by a 14-character model number stamped or
printed on the name plate tag. Each character or group of characters in the model
number has specific significance:
The first four characters identify compressor type, the first three of which are the family
designation.
The fourth character refers to the specific duty and various unloader configurations. A is
for Air conditioning duty; M is for Medium temperature duty; R is for Refrigeration duty.
The fifth character is the motor size and has no field relevance.
The sixth and seventh characters indicate the CFM displacement.
Character number eight is an identification key and indicates whether the compressor is
a new or service compressor.
The ninth character provides information about suction service valve variables; specifics
such as their location, orientation and mounting bolt configurations.
The tenth character indicated various electrical variables such as internal and external
thermostats and overloads.
Characters eleven and twelve provide specific electric motor characteristics for both
standard and high efficiency models.
The thirteenth character gives information relevant to suction cutoff style unloading for
refrigeration and medium temperature compressors, such as the number and type,
while the number 5 indicates no oil.
The fourteenth and final character is an indication of model (0), package (1 or 9) or no

oil (A).

Model Number Plate
This is a sample of the current model number plate. Notice the model number is in the
upper right hand corner. When ordering a replacement compressor or parts, provide the
failed compressor model and serial number. Each character in the serial number
represents information the supplier must have to order the correct parts.
 Model Number is the compressor model number to be used when selecting and
ordering a new compressor or given to the parts supplier to obtain a proper
service replacement.
 Serial Number is the unique number given to each compressor. This number
along with the model number is normally all that is needed to get information on a
particular compressor or when a service replacement in needed.
 Special Order Number (Bottom Right) indicates a model that has a distinct
engineering file which contains the details on how this unit differs from standard.
A review of the distinct engineering is necessary to confirm all changes when a
service replacement is required.
 Electrical Characteristics are shown for all semi-hermetic compressors. Voltages

are shown along with their operating ranges from both 50 and 60 cycle operation.
Electrical phase and LRA (Locked Rotor Amps) information is also provided.
The manufacturing number is in the center of the plate. BE CAUTIOUS to not confuse
this with the model number. The Manufacturing Number is Carlyle’s internal bill of
materials and is used by Carlyle to designate what components go into each
compressor.

06D 2, 4 & 6 Cylinder
This is the 06D 2 cylinder 8 and 9 cfm model. Several important identifying features are
shown. Pay particular attention to the 1/4 in. NPT connections used for high and low
pressure safety switches. The low pressure connection is also the sump oil fill hole. All
models have a 1/4 in. NPT connection on the pump end bearing head assembly for use
with an oil safety switch when one is required. Location of this port is the same for 2, 4
and 6 cylinder models.
On single phase compressors suction service valve connections are found on the pump
end, while on newer High Efficiency (H.E.) versions, the suction service valve is located
on the motor end bell.
Shown are the two basic 4 cylinder 06D compressors. Major differences between them
include: the running gear, a larger oil sump cover plate on the 18 and 20 cfm models to
allow for increased oil capacity, and suction service valve locations. On newly
manufactured 13 and 16 cfm models and Standard (Std) efficiency 18 and 20 cfm
models suction service valve connections are found on the motor end bell.
Remanufactured service models have dual suction service valve connections, one at
the end and one on the motor end bell. A 2 bolt service valve connection is used on 13
and 16 cfm motor end bells while a 4 bolt is used on the larger 18 and 20 cfm versions.
Again, note the ¼ in. NPT high and low pressure safety switch port connections. They
are the same for both 4 cylinder models.

06E Family
The design of the 06E compressor is similar to that of the 06D. The differences are the
physical size., capacity and horsepower.
Other differences are that 06E compressors are built only in 4 and 6 cylinder models
and that the internal running gear is changed to allow a greater CFM range from 50 to
99 at 1750 pm.
The motor horsepower range is from 15 in the smallest 4 cylinder 50 CFM model, to 40
HP in the largest 6 cylinder 99 CFM air conditioning air compressor. Again, as in the
smaller 06D compressor, motor horsepower selections vary within specific displacement
compressors depending on the application. Low temperature refrigeration models
generally use a smaller motor than an air conditioning duty model of the same
displacement.
06E Semi-Hermetic Reciprocating Compressor

 15-40 Nominal HP
 50-99 Nominal CFM
 High-flow, automatically reversible oil pump provides positive-displacement oil
lubrication.
 Crankcase venting system equalizes pressure during startup & assures oil return
to sump.
 Oversize sump holds extra oil in crankcase to prevent levels dropping below safe
lubrication range during flooded starts.
 Contoured pistons lower cylinder clearances to increase compressor capacity &
efficiency.
 High-efficiency valves provide increased refrigerant flow & lower pressure drops.
 Electronic oil-pressure switch.

Inside Terminal Box Cover
The location of the various connection points and pressure taps varies from model to
model. If there are any doubts about which ports to use in connecting safety switches or
service gauges, refer to the label diagram located on the inside of the terminal box
cover.
The diagram also gives other information related to wiring and operation of the
compressor.
NOTES:_________________________
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06E Compressor Model Number Significance

The 06E model number differs from the 06D in that it has only ten characters. Each
group of characters has specific significance as is does with the 06D models.
The first four characters perform the same function as those of the 06D model
numbering system. The first three indicate the family, and the fourth identifies the duty
and various unloader configurations.
The fifth character identifies the motor size and also indicates 1 or 2 stage electric or
pressure unloader application for new ER and EM models and is also used to indicate
EA, ER and EM oil less models.
Characters six and seven are CFM displacement.
Character eight gives specific compressor motor electrical characteristics.
The ninth character provides information about whether the compressor is an OEM,
new or service compressor.
The tenth and last character is the same as the character in the 06D model number and
indicates whether it is a model (0), package (1 or 9) and no oil (A).

06E Semi-Hermetic Reciprocating Compressor
Here is a typical 06E 6 cylinder. This

compressor has provisions for two oil level
sight glasses on the pump end of the
crankcase. Many of the 06E models are used
in parallel compressor refrigeration systems. In
these applications, an oil equalizer line is
required. One of the sight glasses is removed
and the connection is used for the equalizer
line. In addition to adding the equalizer line(s),
be sure the compressors are level to assure
equal oil level in each compressor. Failing to
do so could lead to compressor problems.
Standard on all 06E models is an oil pressure
tap which is used when connecting an oil
pressure safety switch. The ¼ in. NPT port is
located at the 12 o’clock position on the pump
end bearing head as point out here.
This is a typical 6 cylinder 06E compressor. On the pump end are three ¼ in. NPT ports
to be aware of. When the crankcase pressure has to be measured, use one of the ports
located directly above each sight glass.
The third port, pointed out here, is open to the suction chamber of the compressor. It is
used for the low pressure safety switch.

06CC Compound Compressor
The 06CC compound cooling

compressor has two stages of
compression, low and high, built into one
compressor body. Four cylinders act as
the low stage, boosting the suction
pressure from the refrigerant load to an
intermediate pressure. The remaining
two cylinders to complete the
compression to normal condensing
temperatures.
The compound cooling compressor and system operates with an eight-step process:
Step 1 – Suction gas from the evaporator enters the compressor suction manifold.
Step 2 – The two low stage cylinder banks compress the refrigerant to an intermediate
pressure.
Step 3 – Refrigerant at the intermediate pressure flows to the intermediate manifold.
Step 4 – A tap off the main liquid line directly expands the refrigerant at condensing
pressure to an inter-stage pressure in the sub-cooler.
Step 5 – Liquid on the way to the evaporator passes through the heat exchanger and is
sub-cooled.
Step 6 – Cool suction gas at inter-stage pressure flows from the heat exchanger to the
intermediate manifold where it is mixed with the refrigerant leaving the low stage
cylinders. This mixing desuperheats the intermediate stage refrigerant.
Step 7 – Desuperheated refrigerant, at an intermediate pressure, flows to the motor

compartment and then through the internal passages to the high stage cylinder bank.
Step 8 – High stage cylinders compress the refrigerant and discharge it to the
condenser.

06CC Compound Compressor
Features:
• Carlyle's innovative design makes it literally two compressors in one, with both
high and low stages built in.
• Narrow-seat valve design makes it the most efficient low-temp compressor on
the market in both HCFC and HFC applications in the 6 1/2 HP to 30 HP ranges.
• Optimizes System Operation.
• Compatible with HFC refrigerants and POE oil in single, multiplexed and parallel
system design configurations.
• Utilizing liquid sub-cooling minimizes liquid temperature fluctuation to TXVs on
systems incorporating floating condensing temperatures.
NOTES:_________________________
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06CC Compressor Model Number Significance

The 06CC compound compressor is identified by an 11-character model number. Each

character or group of characters in the model number has specific significance.
The first three identify the compressor type.
The fourth identifies either: new, service or special.
The fifth character is the motor size and has no field relevance.
The sixth and seventh characters indicate CFM displacement.
The eighth character is motor voltage and electrical characteristics.
The ninth, tenth and eleventh characters identify design variations, such as identifying if
the compressor was shipped with service vales or not.
The 06CC Model number is short because this compressor does not use unloaders.
NOTES:________________________
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Compressor Serial Numbers Significance

When ordering compressor parts, both model and serial number must be referenced.
The serial numbering system is identical for the 06D, 06E and 06CC compressors.
Although the system is the same for each of these compressor families, there are slight
differences among current serial numbers for new compressors and service
compressors.
The current serial number system consists of ten characters. As with model numbers,
each character, or group of characters, has specific significance.
The first two characters indicate the week of manufacture starting with week 1
beginning January 1st.
The second two characters are the year of manufacture. i.e. 95, 96, 97, 98, etc.
The fifth character indicates the location of the manufacturing (new compressors) or
remanufacturing plant.
The sixth through tenth characters are where the most significant differences in new
and service model serial numbers exist. For all newly manufactured compressors, the
sixth through tenth characters indicate the numerical manufacturing sequence. On
service compressors, the sixth character is used to indicate the D or E family
designation and the seventh through tenth characters (last four) identify the numerical
manufacturing sequence.
In addition to the current system described above, there was an older system that was
incorporated from January 1969 through October 1978.
This older system consisted of a seven-character serial number. In it, the first character,
A-M, skipping L, indicates the month of manufacture, beginning in January. The second
character indicates the year of manufacture within the 1970 decade, that is 73, 74, 75,
and so on.
The third through seventh characters identified the numerical sequence of manufacture
similar to the current serial numbering system. An X, A, J or P in the third position
identifies a service compressor (J=Syracuse).
Regardless of the system found on a compressor name plate, each character in the
serial number represents information that parts departments must have to be able to
supply the proper replacement parts.

Familiarization Exercise: Label the Arrows on Each Graphic
1.
2.
3.
4.
5.
6.
8.
7.
9.
10. What is the voltage of the following Serial Number? 06DR3370DA367A

Heat Transfer Terms

Sensible heat
• Heat change you can feel
Latent heat
• Heat change you cannot
measure with temperature
Superheat
• Heat added to a vapor after
it’s been converted to a
vapor.
Basic Refrigeration Cycle
All air conditioners use the same cycle of compression, condensation, expansion, and
evaporation in a closed circuit. The same refrigerant is used to move the heat from one area,
to cool this area, and to expel this heat in another area.
• The refrigerant comes into the compressor as a low-pressure gas, it is compressed
and then moves out of the compressor as a high-pressure gas.
• The gas then flows to the condenser. Here the gas condenses to a liquid, and
gives off its heat to the outside air.
• The liquid then moves to the expansion valve under high pressure. This valve
restricts the flow of the fluid, and lowers its pressure as it leaves the expansion
valve.
• The low-pressure liquid then moves to the evaporator, where heat from the inside
air is absorbed and changes it from a liquid to a gas.
• As a hot low-pressure gas, the refrigerant moves to the compressor where the
entire cycle is repeated.

Section 2
Lubrication Systems

Refrigerants for Carlyle Compressors
The refrigerants used with Carlyle compressors require specific types of oil.
Synthetic oils compatible with the latest refrigerants are completely different than
the older petroleum based oils.
The polyolester oils required for newer refrigerants absorb moisture faster and in
greater quantities than did the mineral oils used in the past.
Care must be taken when handling these newer oils to avoid contact and moisture.
Be careful when purchasing replacement oil.
Carlyle compressors require alkylbenzene oil, such as Totaline P903-2001 or

Shrieve Chemical-Zerol 150, whenever an HCFC blend is used.
In a retrofit application the amount of mineral oil cannot exceed 25% when mixed
with alkylbenzene. Carlyle does not recommend the use of POE lubricants with
HCFC blends.

Oil Types for CFCs and HCFCs Oil Types for HFCs
Refrigerant Types for Refrigerant Types for

CFCs and HCFCs HCFC Blends
• R-12 For Low Temperature Applications

• R-500 • R-402A (HP-80)
• R-502 • R-408A (FX10)
• R-22
(Selected OEMs of For Medium Temperature
ultra-low temperature Applications
equipment are approved • R-401A (MP-39)
to use R-13 and R-503) • R-402B (HP-81)
• R-409A (FX56)
Refrigerant Types
for HFCs NOTES:_________
• R-134A ________________
• R-404A
• R-507 ________________
• R-407C
• R-407A ________________
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________________

Lubrication Systems
Although different in size, the 06D and 06E compressors use similar lubrication
systems.
Oil is picked up through the oil screen and tube assembly, forced through the oil pump
and supplied to the various bearings at high pressure through internal passages drilled
in the crankshaft. Pistons, wrist pins, rings and cylinder walls are lubricated by an oil
mist that is present in the crankshaft.
The same oil pump is used on the 06D and 06E models. It is a simple vane rotor-type
pump that is part of the pump end bearing head assembly. The rotor is driven by a small
drive segment attached to the end of the compressor crankshaft.

Lubrication Points
There are four main critical points of lubrication in the compressor. These are:
 Pump End Bearing
 Connecting Rods
 Main Bearing
 Wrist Pins
Note that if we have oil pressure problems, the main bearing is the first place to be
starved for oil as it is farthest from the pump.

Oil Pressure Regulators
An oil pressure regulator is used to keep pressure constant throughout the system.
The oil pressure regulator on all older 06D compressors was in line with the sight glass
so oil flow could be observed as it was sprayed from the regulator.
On refrigeration systems where 06D compressors are connected in parallel, the sight
glass opening is used for the oil equalization line. With the old type of regulator, oil
could be pumped out of the compressor through the equalization line or float, causing a
low oil level condition.

06D Oil Return

All reciprocating compressors circulate a small
amount of oil with the refrigerant gas being
compressed. To insure proper lubrication at all
times, both the system and compressor designs
must be such that oil returns to the compressor at
the same rate it leaves. Once the oil gets back to
the compressor, it must be separated from the
suction gas stream and returned to the crankcase
sump.
In the picture, at 1, the suction gas enters the

compressor motor housing. 06D’s motor housing is
relatively large when compared to the
displacement. When the gas enters the large
volume of the motor housing, it moves slowly giving
the oil time to fall out and settle in the bottom of the housing as shown at 2.
At this point, the oil is back in the compressor but not in the crankcase sump. There are
a number of different ways to get the oil from the motor housing into the sump,
depending on compressor design. In the 06D compressor, a check valve and orifice
assembly are installed in the partition just below the oil level.
Most 06D compressors have a spinner that

rotates with the shaft.
1. Spinner rotates with shaft

2. Cyclone effect draws vapor from
sump lowering pressure
3. Check valve opens allowing oil
In the diagram shown, the venting system is

used to purge blow-by gasses from the
crankcase. This venting system reduces the
crankcase pressure so that it is less than the
motor housing pressure. The small pressure
differential forces oil through the check valve and into the sump. Without the venting
system, the check valve would stay closed and oil would not be able to return to the
sump. The spinner tubes act as a centrifugal pump inventing the crankcase and
creating the pressure differential.
Why, then, have a check valve? Why not leave a path open between the crankcase
sump and motor housing? Because, during start-up and rapid changes in load, the
crankcase pressure can exceed motor housing pressure for a short period of time. The
check valve closes to prevent loss of oil from the crankcase sump.

06E Oil Return

Vent The 06E compressor internal oil return
system differs from the 06D design.
The 06E compressor is considerably
Tapered larger than the 06D, however, the
Oil Ring motor housings are the same diameter.
Although the volume of the motor

housing is the same for both models,
Orifice 06E displacement is much higher than
that of 06D. More gas must move
through the same volume, therefore,
the gas velocity in an 06E motor
housing will be much higher.
Piston Rod
The 06E compressor internal oil return system differs
from the 06D design. The 06E compressor is
considerably larger than the 06D, however, the motor
housings are the same diameter.
Although the volume of the motor housing is the same

for both models, 06E displacement is much higher
than that of 06D. More gas must move through the
same volume, therefore, the gas velocity in an 06E
motor housing will be much higher.

Piston Rod/
Wrist Pin Lubrication
This is the connecting rod and wrist pin in
cross section with clearances exaggerated for
illustration.
On the piston's downstroke, oil from the

crankcase atmosphere (mist) collects in the
reservoir.
The connecting rod pulls the wrist pin down
which allows the oil in the oil groove to flow
around the wrist pin,
lubricating the lower part of the pin.
On the piston's upstroke the forces reverse.

The connecting rod pushes the wrist pin up,
closing the clearance at the bottom of the pin
and opening the gap at the top. This allows oil
to drain down from the reservoir and flow
Oil Pressure Regulators

On all OEM production 06D
compressors, the new style
regulator is positioned below
06E
Pressure
the oil level so the oil cannot
Regulator be pumped out through the
equalization line when units
are in parallel.
06DA
Fixed Notice that the oil regulator
Orifice on 06E compressors is on the
A/C Duty pump end bearing head
Pressure 06D
assembly.
Regulator Pressure
Regulator

Normal Oil Pressure
The oil pump is automatically

reversible and delivers oil pressures
above suction pressure.
Normal oil pressures are shown

here.
Proper Oil Levels If the sight glass is full, oil is being forced out through
the orifice which could cause a problem. It is important,
therefore, to keep oil levels within recommended limits.
It is also important to use the correct oil to ensure
reliable operation.
It is important that high oil level conditions be avoided.

Severe operation and reliability problems are likely to
result if the oil is above the sight glass.
An 06E operating with full sight glass will typically run

20 to 30 degrees hotter than normal. This will also draw
considerably more current than it would with the proper
oil level, due to the slapping action of the crankshaft on
the surface of the oil. This is especially true on the old
style 66 CFM and the existing 99 CFM long stroke
models.
NOTES:________________________
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Section 3
Capacity Control
• Why Capacity Control is Needed

• Types of Capacity Control
• How it Works
• Troubleshooting

System Design
When systems are operating at full
capacity, the pumping ability of the
compressor matches the load.
When the load decreases, the
pumping capacity of the compressor
is too great. This will ultimately
cause major problems with the
system. The compressor is in effect
too large during these times.
Need for Capacity Control

It’s a nasty cycle. When the load is
light, the evaporator pressure will
drop. This will cause lower
evaporator coil temperatures. In AC,
the temperature of the air
surrounding the coil becomes colder
and frost starts to develop on the
coil itself. This restricts airflow and
further reduces the head absorbed
by the coil. The cycle continues and
erratic system operation results.
NOTES:________________________
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Capacity Control Methods
CYCLE COMPRESSOR MULTIPLE COMPRESSORS

Advantages: Advantages:
• Simple controls • Good system stability
• Expensive initial cost • Good part load performance
• Low power at start-up
Disadvantages:
• Could not be stabilized at part Disadvantages:
load • Initial cost higher
• Power consumption high • More floor space
• Life of component and • Maintenance more
compressor reduced
Ideal Method Capacity Control -

Head Unloading Types
1. Continuously Adjust 1. Hot Gas Bypass
2. Efficiency at Full Load NOT Affected 2. Suction Cutoff
3. No Loss of Efficiency at Part Load
4. On Line Continuously
5. Starting Torque Reduced
NOTES:________________________
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Hot Gas Bypass - Loaded
1. Suction Pressure climbs

with load. Depresses
Control Spring
2. Poppet Valve Closes
3. Discharge pressure
builds behind piston and
pushes bypass piston
closed
4. Bypass piston seals

preventing bypass
5. Discharge Pressure
opens Discharge check
valve
6. Discharge gas exits hot
gas compressor
discharge
NOTES:________________________
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Hot Gas Bypass – Unloaded
1. Suction Pressure drops

with load. Control spring
pushes diaphragm
2. Poppet valve pushed
open
bleeds off
pushes bypass piston
open
5. Discharge Check valve

closes off discharge
Disadvantages of Bypass Unloader

1. Decrease in Part Load
Efficiency
2. Compressor Runs Hotter
NOTES:________________________
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Suction Cut-Off Unloading
Suction Cut-Off Unloaded
1. Suction Pressure
drops
2. Control spring
expands
closed off behind
piston
4. Unloader Spring
pushes SCO piston
to unloaded
position
Suction cutoff unloading can be controlled by either pressure or an electrical solenoid.

Pressure operated control valves are controlled by suction pressure and actuated by
discharge pressure. Each valve controls 2 cylinders (one bank). On start-up, the
controlled cylinders do not load up until the differential pressure between suction and
discharge pressures in approximately 25 psi.

As suction pressure drops below the control set point, the control spring expands,
snapping the diaphragm to the right. This forces a valve to open and allow gas from the
discharge manifold to vent through the base of the control valve to the suction side.
Loss of full discharge pressure against the unloader piston allows the unloader valve
spring to move the valve to the left which is the closed position. The suction port is
blocked, isolating the cylinder bank from the suction manifold. The cylinder bank is now
unloaded.
Suction Cut-Off Loaded
When the suction pressure rises high enough to overcome the overcome the control set
point spring, the diaphragm snaps to the left and relieves pressure against the poppet
valve. The drive spring moves the poppet valve to the left and it seats in the closed
position.
With the poppet valve closed, the discharge gas is directed into the unloader piston
chamber and the pressure builds up against the piston. When the pressure against the
unloader piston is high enough to overcome the unloader valve spring, the piston moves
to the right, opening the suction port to the cylinder. Suction gas can now be drawn into
the cylinders and the bank is running fully loaded.

Unloaders
You can easily determine the

difference between a suction cut-off
unloader head and a hot gas
bypass unloader head by the cap
on the bottom of the head. This
allows for removal or replacement
of the suction cut-off piston.
• Electric operator
– Controlled by solenoid
– External controller
• Pressure operator
– Controlled by suction
pressure
– Actuated by discharge
pressure

NOTES:________________________
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Section 4
Valve Plates and Gaskets

Refrigerant Flow Through Compressor Heads
Center head valve plates have another port

called a crossover port. The crossover port
allows gas from one side cylinder bank to enter
the center cylinder head. In this end view, the
suction gas enters the cylinder at 1, is
compressed, then discharged at 2 through the
discharge gas port. At 3, the gas exits the
discharge gas outlet in the side bank, then goes
through the internal passages in the crankcase
cylinder head through the crossover port at 4.
The gas mixes with the discharge gas from the

other side bank and the center cylinder bank to
exit through the discharge service valve
attached to the center cylinder head at 5.
NOTES: _______
On units with unloaders, the crossover port in
______________
the unloader cylinder head is called a
recirculation port because it is used to ______________
recirculate discharge gas back to the suction
side while operating unloaded (cylinder bypass
only).
______________
Be aware that cylinder bypass and suction
______________
cutoff unloaders are not the same and use
different parts, for example: ______________
The Cylinder Bypass – uses a check
valve on the valve plate and a bypass piston on
______________
the control valve. ______________
The Suction Cutoff unloader does not
have a check valve on the valve plate and there ______________
is no piston on the control valve, but it does use
an unloader valve body in the cylinder head.
Notice that only suction cutoff head has a cap
______________
at the lower side; this is one way of telling the
two types apart.
______________

Cylinder Heads
The cylinder head has internal

channels to separate the high
pressure side of the system form
the low pressure side if the system.
Shown here is the side cylinder
head for an 06E compressor with a
suction cutoff unloader assembly.

Newer 06E compressors use a high
efficiency valve plate that will, in many cases,
be used in conjunction with the suction cutoff
unloader arrangement.
The newer high efficiency valve plate shown

here can be easily identified by the elongated
or oval-shaped discharge ports, valve and
valve stops. This valve plate also has a
tapped hole in the center of the plate to
accommodate the newer style cylinder head
gasket.
Valve plates in compressors equipped with

suction cutoff unloading will not have a check
valve.

Compressor Head Components
Suction Valves and Gaskets
Two variations of valve plate gaskets are used on the 06E compressors. Earlier air conditioning
duty compressors use a neoprene fiber gasket and two suction valves per cylinder.
Newer compressors use a slightly different arrangement. The bottom gasket is a refrigeration
duty valve plate gasket made of neoprene-coated steel. The refrigeration duty version has three
tabs (one at each end and one at the top).
The air conditioning duty gasket is identified by the four tabs (two at each end) on the gasket
perimeter. It is important to use the proper gasket with the proper valves because of variations in
valve and gasket thickness. Otherwise valve travel may be restricted or overstressing of the
valve may occur. All valve plate and valve plate gasket packages for the 06E compressors
include the proper suction valves and gaskets.
Suction Valves

Suction valves have dowel holes to

assist in lining up the valve plate as
well as keep the suction valves in
the proper position. Be careful not
to lose the dowel pins as they can
come out when removing the valve
plate. Also, never break the head
loose by hitting it from the side.
Doing so could break the dowel
pins off. If this happens, the broken
portion of the dowel pin in the
compressor body is almost
impossible to remove and the
compressor will need to be
replaced.

Section 5
Field Service & Teardown

Field Service Topics
• Valve Plate Removal & Replacement

• Oil Pump Bearing Head
• Valve Plates & Gaskets
It is important to use proper procedures and to be aware of the differences in

components so that the correct parts get installed.
Remember: Always disconnect power; isolate the compressor from the rest of
the system by shutting off the suction and discharge service values; then recover
all refrigerant in the compressor using appropriate and safe procedures.
NOTES:________________________
_______________________________
_______________________________
_______________________________
_______________________________
_______________________________
_______________________________
_______________________________
_______________________________

Valve Plate Removal and Replacement
• Remove Cylinder Head Bolt:
To remove the cylinder heads, lock

and tag the disconnect, isolate the
compressor from the rest of the
system by shutting off the suction
and discharge service valves and
then recover all refrigerant in the
compressor using appropriate and
safe procedures. When the
compressor reaches atmospheric
pressure, loosen the cylinder head
bolts leaving at least two of them
loosely in place so that the threads
are still threaded into the
crankcase. This will prevent the
head from flying off and causing
personal injury if there is still
pressure trapped inside the head. It
will also prevent the head from
falling off the compressor.
• Break the Head Loose

• DO NOT Hit on the Side
With two head bolts still loosely

installed, a sharp blow with a good
sized hammer directly on top of the
head will usually break it loose. Do
not tap the head sideways because
this will break the dowel pins that
position the suction valves and
valve plate. After the seal is broken,
the bolts and cylinder head may be
safely removed.


• Remove discharge valve backer
plates
• Thread screw back without backer
plate to break valve plate loose.
Once the cylinder head is off, the valve

plate may be removed as follows: remove
one of the valve stop cap screws; swivel
the valve stop to allow access to the hole
from which the cap screw was removed,
reinsert the cap screw and tighten to
break the seal. Tightening the valve stop
cap screw lifts the valve plate from the
compressor.
• Current Compressors have 4 dowel

pins
• Older 06D Compressors have a 5th
pin on the center head
• Helps in making sure the valve plate
is on correctly
• Remove when replacing valve plate
On the older 6 cylinder 06D compressors, a

dowel pin is located on the center cylinder
deck, as shown here, to insure proper
installation of the valve plate. Remove the
5th dowel pin when replacing with the current
universal valve plate.

Overheating
• High Discharge Temperatures
• Above 275°F
• Sludge will block pick-up screen
When the discharge line temperature

approaches 275°F (135°C), system
ingredients begin to break down. Oil will
form sludge, which will coat the internal
surfaces of the compressor with carbon
as shown on the valve plate above. This
sludge formation will collect in the oil
pick-up screen in the compressor sump.
This restriction makes proper lubrication
nearly impossible. Damage under these
circumstances is assured.
Overheating / High Pressure
One component which suffers accelerated wear from the effects of high discharge
pressures and temperatures is the suction valve. On the left you can see the
outline of the suction port, which has worn into the valve. The valve on the right shows
cylinder edge wear. Also this valve shows indications of tip wear. This
wear has a tendency to stress the valve, making it more susceptible to failure. During high
discharge (head) pressure operation, the extra pressure forces the
valve to flex more than it is designed to. This extra flex, combined with higher than normal
temperatures, will exaggerate the wear pattern on the valve.
Since this flexing is happening many times per minute, it is amazing the valve can take the
abuse as long as it does. New HFC refrigerants and POE oils are
even more vulnerable to high cylinder temperatures.

Liquid Slugging
Long term, repeated mild slugging

will cause metal fatigue of internal
and external parts, such as
discharge lines and valve stops.
If the pistons survived a slug, the suction or

discharge valves probably did not. These
slugs are capable of causing damage to the
valves when they try to push them through
the port. Damage can range from dented
valves to complete punctures at the ports.
When parts, such as a suction valve break,

the pieces may enter the cylinder. The
clearance volume designed into the cylinder
is not large enough to handle this "extra"
material between the piston and valve plate.
A blown cylinder head gasket or valve plate

gasket may also indicate a liquid slug. The
gasket will blow on an internal partition
between the high and low side of the head.
If the compressor remained running, the
particular head where the failure occurred
would run hot compared to the others. Feel
the underside of the suspected cylinder
head for unusually warm temperatures.
If conditions are severe enough, the internal
cylinder head web between the suction and
discharge side of the head may even break.

Liquid Slugging
The force that results when a compressor

tries to compress liquid refrigerant or oil is
tremendous. Pressures of well over a
thousand psi can be reached in the cylinder.
Among other damage which may occur is
the possibility that the liquid can punch holes
in the top of the piston. This does not mean
it happens in every liquid
slug failure, but it is a possibility.
When a discharge valve has

failed or a valve plate gasket has
blown, the pressure on top of the
piston remains high and the
bottom of the wrist pin never gets
lubricated.
The friction causes the bottom of

the wrist pin hole (bore) to wear.
Liquid slugging can also have

this disastrous effect. The
connecting rods and even the
crankshaft can break if the slug
is significant enough. This type
of failure would normally be
caused by a tremendous slug at
start-up.

Liquid Slugging
Whenever electrical damage is found in a semi-hermetic compressor, be sure to

look for system problems which could cause mechanical damage to
the compressor. Electrical failures are often blamed as the root cause of failure
when they are not. The real cause may have been a refrigerant flow control
problem or another less obvious problem, but these are often overlooked as a
possibility because the immediate symptoms indicate a motor failure.
Pieces of the compressor can become lodged in the stator or between the rotor
and stator and eventually cause a motor failure. This may or may not
be immediately obvious upon inspection. To summarize, mechanical failures cause
electric failures, but electric failures do not cause mechanical failures.
NOTES:________________________
_______________________________
_______________________________
_______________________________
_______________________________
_______________________________
_______________________________
Wrist Pin Ware
The resulting damage looks like this.

Because of this, the compressor will
operate hotter than normal, the noise
level will increase and the
compressor will have a rattling sound.
This wear contributes to problems on
other components such as rods,
cylinder walls, and bearing surfaces
as well. This type of damage
generally goes unnoticed until it can
be heard.
Loss of Lubrication
Loss of lubrication is also caused by

oil leaving the compressor at
excessive rates. This rapid loss of oil
is usually associated with oil foaming
which is easily observed in the
compressor sight-glass. If oil leaves
the compressor at an excessive rate,
it is not likely to be returned at the
same rate.
When inadequate cylinder bore

lubrication takes place, discolored
(grey) pistons, worn rings, and worn
pistons result. This lack of lubrication
is most frequently associated with
lack of oil return during loss of charge
or unloaded operating conditions,
high but not necessarily extreme
discharge temperatures due to loss of
charge, or extreme floodback similar
to what might be seen in split
systems with large refrigerant
charges.

Loss of Lubrication
Loss Of Lack Of Mechanical

The chain of events
Poor Oil Film
Lubrication Lubrication Damage resulting from a lack of
lubrication leads to poor oil
film coverage of wearing
parts, mechanical damage,
contamination leading to
Electrical System
Contamination
Damage Shutdown electrical damage and
finally system shutdown.
Contamination Contamination is another cause of compressor wear

and failure. Contaminants are any substance or
material other than the specified refrigerant and
Compressor oil, which cause a chemical reaction or
change the chemical composition of materials within
the system.
Some of the contaminants are: water, moisture, air,

non-condensables, chips of copper, steel, or aluminum,
copper and iron oxides, copper and iron
chloride, welding scale, brazing and soldering flux, and
other types of dirt that might enter the system
accidentally during installation, start-up,
or servicing procedures.
Different contaminants can cause different types of

failures. Air or other non-condensables displace the
refrigerant in condensers resulting in higher than
normal head pressures and temperatures. A typical
result of high temperatures and contaminants in the
system is the carbonization of oil on the discharge
valves, guides, and cylinder heads. The hottest
parts of the compressor are the valves and guides.
The greater the buildup, the more likely that the
compressor will fail. The iron in the valves, acting
as a catalyst, promotes a chemical reaction
between the refrigerant and oil-soluble compounds.
This results in a buildup of film on the internal
surfaces of the compressor. In time, the film will
build to the point where valve leakage will occur.
The temperature of the valves and guides may be
anywhere from 25° to 50°F (25°F range equals
14°C range) hotter than the discharge line
temperature.
Contamination
Copper-plating is a phenomenon that is not clearly

understood. It is a result of a combination of
contaminants, the type of oil used, and high
temperature.
The contaminants gradually eat away at the

internal copper surfaces throughout the system
allowing the copper particles to travel through the
system.
They become deposited on surfaces within the

compressor that are at elevated temperatures,
such as bearing, piston, suction and discharge
valve surfaces. The gradual buildup of copper on
these surfaces reduces the clearance for the oil
film. This in turn causes higher temperatures and
Contamination decreases the life of the compressor.
• Eats away at copper
surfaces Note: Moisture control is more critical with the new
• Builds up on higher HFC refrigerants and POE oils, in order to avoid
copper-plating.
Moisture, as a contaminant, has two primary

detrimental effects. First, it will react with the
refrigerant to form acid; and second, it could cause
a freeze-up at the expansion device. This is a
factor to be considered especially with heat pumps,
which operate at lower temperatures than straight
cooling systems.
Low temperature refrigeration applications are

affected in the same manner. The application of the
compressor may be different, but the problems with
acid are the same.
Acid may be a long range problem affecting

different components of the system and may not
show up right away. An example of this would be • Moisture
where the acids gradually eat away at a terminal – Acid
block until the compressor fails electrically. Keep in – Frost at TXV
mind, the cause of failure was due to moisture. – Eats away at terminal block.

Overheating
High discharge temperatures can

cause worn or seized pistons,
and piston rings, scored cylinder
walls, and excessive wear on the
wrist pin and pin bores.
Electrical Problems
When a three phase motor single phases,

one phase is unaffected but the other
generally show signs of overheating. The
pattern of failure shows up here.
In single phasing if the compressor is

operating and one phase of a three phase
motor supply opens, the motor may
continue to run. The other two phases will
attempt to pick up the load that the lost
phase was carrying. The current draw of
the remaining two phases will increase to
about 1-1/2 times normal. If the
compressor is loaded, it will push the
current draw of the motor beyond the “must
trip” current of the overload protection.
Under light load conditions, the current may
not reach the trip current of the overload
and will remain running. The windings will
run hot and depending on the type of motor
protection, will trip. Once the motor stops, it
generally cannot restart, tripping on the
overload protectors again and again, which
normally leads to motor failure.

Section 6 6
Section
Remove Oil Pump

Remove Oil Pump

Oil Pump Bearing Head
Replace the guide vane and

spring. The guide vane is put in
before the spring.
First, loosen and remove the four cap

screws holding the cover in place.
Removing the cover exposes the spring
and guide vane. Take care not to lose
the compressed spring.
Replace the guide vane and

spring. The guide vane is put in
before the spring.
Next, loosen and remove the Allen head

set-screws which hold the oil pump drive
segment to the crankshaft. Notice these
screws are two different sizes, a No. 10
and a ¼ in. The oil pump drive segment
must be removed before the bearing head
can be taken off the compressor/ Note the
oil pump drive segment has a small tube
attached in the center.

Oil Pump Bearing Head
Next, loosen and remove the Allen head

set-screws which hold the oil pump drive
segment to the crankshaft. Notice these
screws are two different sizes, a No. 10
and a ¼ in. The oil pump drive segment
must be removed before the bearing head
can be taken off the compressor/ Note the
oil pump drive segment has a small tube
attached in the center.
Remove the eight bolts that hold the

bearing head to the crankcase. Tap lightly
on the bearing head to break the gasket
seal. Remove the bearing head.
Remove the old gasket and inspect the

machined surfaces. Avoid marring the
surfaces if cleaning is required.

Section 7
Lab Teardown

Teardown Exercise
At this time, we will move out to the lab and get our hands dirty. Break up into groups of
2-3 maximum and tear down and diagnose the cause of failure of your compressor. At
each step, note what you are seeing either good or bad.
At the end of the exercise, you will need to shoe the class what you found as you tore
down your cmpressor. Be prepared to cover each of the areas below.
1. Record visual observations:
______________________________
______________________________
______________________________
______________________________
______________________________
______________________________
2. Remove heads from your compressor
3. Observe gaskets / valves
______________________________
______________________________
______________________________
______________________________
______________________________
______________________________
______________________________

4. Observe pistons
______________________________
______________________________
______________________________
______________________________
______________________________
5. Remove oil pump
______________________________
______________________________
______________________________
______________________________
______________________________
6. Remove suction end bell. If possible, remove the motor rotor. What is the condition
of the rotor? Is there vertical play in the shaft? What does this indicate?
______________________________
______________________________
______________________________
______________________________
______________________________

7. What is your diagnosis of the failure of this compressor? What needs to happen in
order to prevent another failure?
______________________________
______________________________
______________________________
______________________________
______________________________

Carrier Compressor Trouble Shooting

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What are the main components of a 06D compressor?

What are the main components of a 06D compressor?

What are the main sections covered in the training?

What are the main sections covered in the training?

06D/E/CC Compressor Teardown

This class is divided into 7 sections:

© 2016 Grandy & Associates Page 1

© 2016 Grandy & Associates Page 2

Familiarization – 06D Family

The 06D Family of compressors is available in 2, 4, and 6 cylinder configurations.

06D Semi-Hermetic Reciprocating Compressor Features

© 2016 Grandy & Associates Page 3

06D Semi-Hermetic Reciprocating Compressor Features

06D Compressor Model Number Significance

© 2016 Grandy & Associates Page 5

The sixth and seventh characters indicate the CFM displacement.

The fourteenth and final character is an indication of model (0), package (1 or 9) or no

© 2016 Grandy & Associates Page 6

Model Number Plate

 Electrical Characteristics are shown for all semi-hermetic compressors. Voltages

© 2016 Grandy & Associates Page 7

06D 2, 4 & 6 Cylinder

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06E Semi-Hermetic Reciprocating Compressor

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Inside Terminal Box Cover

© 2016 Grandy & Associates Page 10

06E Compressor Model Number Significance

© 2016 Grandy & Associates Page 11

Characters six and seven are CFM displacement.

Character eight gives specific compressor motor electrical characteristics.

© 2016 Grandy & Associates Page 12

06E Semi-Hermetic Reciprocating Compressor

Here is a typical 06E 6 cylinder. This

© 2016 Grandy & Associates Page 13

06CC Compound Compressor

The 06CC compound cooling

Step 3 – Refrigerant at the intermediate pressure flows to the intermediate manifold.

Step 7 – Desuperheated refrigerant, at an intermediate pressure, flows to the motor

© 2016 Grandy & Associates Page 14

06CC Compound Compressor

06CC Compressor Model Number Significance

© 2016 Grandy & Associates Page 16

The 06CC compound compressor is identified by an 11-character model number. Each

The first three identify the compressor type.

The fourth identifies either: new, service or special.

The sixth and seventh characters indicate CFM displacement.

The eighth character is motor voltage and electrical characteristics.

© 2016 Grandy & Associates Page 17

Compressor Serial Numbers Significance

© 2016 Grandy & Associates Page 18

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Familiarization Exercise: Label the Arrows on Each Graphic

10. What is the voltage of the following Serial Number? 06DR3370DA367A

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Heat Transfer Terms

Basic Refrigeration Cycle

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Refrigerants for Carlyle Compressors