ATTACHMENT V.

MAINTENANCE INSTRUCTION

(M.I.) 1144-BX

IFB No. 017-018

Repair and Overhaul of Locomotive Air Compressors
Virginia Railway Express Page 1 of 33
 M.I. 1144-BX
MAINTENANCE INSTRUCTION

AIR COMPRESSOR MODEL WRE 3-CWDC

(The WRE 3-CWDC air compressor is virtually identical to the WLN air compressor. Informations in this
maintenance instruction applying to the WLN model also applies to the WRE 3-CWDC model)

DESCRIPTION The WLN compressor has two low pressure and one high
pressure cylinders and the WBG compressor has four low
The WLN and WBG model air compressors, Fig. 1, are pressure and two high pressure cylinders. The low pres-
water cooled, two stage air compressors. Each compres- sure cylinders are set at an angle to the vertical high pres-
sor has its own oil pump and pressure lubricating system. sure cylinder position. The pistons of the high and low
Both models are equipped with a deep sump oil pan in pressure cylinders are all driven by a common crankshaft.
domestic applications. Export units are equipped with a
shallow sump oil pan. Before it enters the compressor the air is cleaned by pas-
sage through a dry-type air filter. On single filter units the
filter is mounted on the air inlet manifold. On dual filter
units the filters are mounted directly onto each of the two
low pressure cylinder heads.

Air at atmospheric pressure is drawn in through the filter

and intake valve into the low pressure cylinders during

WLN 27276

Fig. 1: Air Compressor

Page 2 of 33
1144BX- 5/21/01
the downward stroke of the piston. As the air is compressed unloader assembly, cutting out the compressor action by
on the upward stroke, the intake valve is closed and the holding the intake valve open. When reservoir pressure
air at higher pressure is forced through the discharge valve falls, the air operating the unloader is cut off, the intake
into the intercooler. Air leaves the intercooler, entering valve is released, and the compressor resumes normal
the high pressure cylinder through its intake valve. As the pumping.
high pressure piston moves upward, it compresses the air
to a higher pressure, forcing it out through the discharge CRANKCASE BREATHER
valve and connecting piping to the main air reservoir.
WLN compressors are equipped with a crankcase breather
The intercooler contains passages for engine cooling wa- which permits a partial vacuum in the compressor crank-
ter and for air from the low pressure cylinders. It acts to case. To accomplish this, the breather acts as a check valve.
remove heat from the compressed air, making it more When pressure builds up in the crankcase as the pistons
dense, and thereby improving the efficiency of the high move down, the breather valve opens. As the pistons start
pressure cylinder(s). The basic intercooler has one water up, the breather valve closes, preventing the admission of
inlet and one water outlet, but some intercoolers (two-pass) air into the crankcase.
have one water inlet and two outlets to obtain parallel flows
and more efficient cooling of the air. A two-pass inter- On springbacked valves there should be only a slight ten-
cooler is required for operating speeds of 950 RPM or sion in the spring. Excess tension will cause abnormal
greater. Air flow is the same through each type of inter- pulsation at the breather as the pistons move up and down,
cooler. nullifying the purpose of the breather.

Since the compressor is driven by the engine, it is running The breather, Figs. 2 & 3, is connected to the compressor
whenever the engine is running, although not continuously air intake manifold or to the filter. This prevents the es-
pumping air. cape of vapors into the air around the compressor.

When main reservoir air reaches the recommended pres- The breather should be cleaned periodically with petro-
sure, the compressor governor control admits air to the leum solvent and blown dry with compressed air.

Cap Cap
Vent Line
Connection Setscrew
Vent Line
Connection

Washer

Valve
Seat

Valve
Spring

Spacer

Seat Diaphragm

SPRING-TYPE DIAPHRAGM-TYPE

27825

Fig. 2: Crankcase Breathers Applied To Earlier Units

Page 3 of 33
1144BX - 5/21/01
 GEAR-TYPE OIL PUMP
Vent Line Reeds
Connection The oil pump drive shaft is driven by a mating helical gear
that is shrunk on the crankshaft. Oil under pressure is fed
to the relief valve block and returned by drilled passages
in the crankcase to the oil introducing ring that is housed
in the small bearing end plate. A drilled opening in the
crankshaft lines up with a circumferential groove in the
oil introducing ring I.D. to feed oil to the drilled passages
in the crankshaft.

The lube oil filter provided with compressors that are

equipped with gear-type pumps is a spin-on, full flow de-
sign with a built-in relief valve.

Units equipped with plunger-type pumps may be converted

to gear-type by the procedure detailed in M.I. 9621.

REED-TYPE
LUBRICATION REQUIREMENTS
27826

It is important that the compressor crankcase oil be changed

Fig. 3: Basic Crankcase Breather at intervals given in the applicable Scheduled Maintenance
Program. After draining the oil, clean the inside of the
crankcase by flushing with petroleum solvent and wipe
clean with lintfree, bound-edge towels. For compressor
lubricating oil specifications refer to the applicable Loco-
LUBRICATING SYSTEM
motive Service Manual. For crankcase oil capacity, refer
to the Service Data pages of this Maintenance Instruction.
The lubricating system is shown in Fig. 4. The crankshaft
is rifle drilled for passage of oil to the connecting rod bear-
Oil level can be determined at any time, with the com-
ings. Oil under pressure from the lubricating oil pump
pressor running or stopped. When the basic float gauge is
flows through the drilled passages of the crankshaft. The
applied to the compressor, the gauge needle must be kept
piston pin bearing and crankshaft main bearings are lubri-
in the green “RUN” area. When the compressor is equipped
cated either by the oil mist from the connecting rod oil
with a dipstick-type oil level gauge, oil should be added
throw-off or by the flow of oil under pressure through rifle
as indicated by the dipstick reading. To take an oil level
drilled connecting rods. The latter system is required for
reading from a dipstick, first remove it, wipe it clean, and
idling speeds of 200 RPM or less. The drilled rod system
reinsert it, making certain that it is fully seated. Then re-
requires a gear-type oil pump.
move the dipstick and make the reading. A low oil protec-
tion sytem is available and is detailed in Maintenance In-
A block mounted on the side of the crankcase houses a
struction 9638.
valve, Fig. 5, that is used to control oil pressure. This valve
provides for correct minimum oil pressure at idling speed
Oil pressure should be checked periodically to ensure that
and ensures adequate oil pressure at all speeds.
the pump and associated parts are functioning properly.
With engine at 315 RPM and oil temperature at 60° C
CAUTION: Do not put a locomotive into service
(140° F) oil pressure should be 103 kPa (15 psi) mini-
with a pressure gauge at the test opening. Failure of
mum on new compressors and 48 kPa (7 psi) minimum
the gauge can bring about serious compressor and
on rebuilt compressors. A plugged pipe opening is pro-
engine damage.
vided in the oil relief valve for application of a pressure
gauge to check compressor oil pressure.
PLUNGER-TYPE OIL PUMP
An improved relief valve with a built-in accumulator
The plunger- or piston-type oil pump is actuated by a strap
has been applied to all compressors since early 1974.
riding on an eccentric on the crankshaft. Oil from the pump
flows through the drilled pump plunger and eccentric and
into the drilled passages of the crankshaft.
Page 4 of 33
1144BX- 5/21/01
 22319

PLUNGER-TYPE OIL PUMP

Crankpin Oil Passages

Orifice
Plug

Orifice Relief
Plug Valve

Oil
Seal

Gear-Type Outboard OIl

Oil Pump Main Filter
Bearing Oil Pump

Counterweight

Suction
Screen 27827
21217

GEAR-TYPE OIL PUMP AND FILTER

Fig. 4: Lubricating System

Page 5 of 33
1144BX - 5/21/01
 Pressure
Pressure Adjusting
Adjusting Screw
Screw Gasket Shims

Shims OIL Oil Passage

To Crankshaft
Spring

Spring

Pressure
Relief
Pressure
Drain
Relief
Drain

Relief Valve

Oil Passage
From Crankshaft
Oil Filter
Plugged Pipe Oil Passage Gasket
Relief Surface
Opening To Crankshaft
Valve

ACCUMULATOR-TYPE ACCUMULATOR-TYPE
(Plunger Pump Units) 27828 (Gear Pump Units) 21218

Fig.5: Oil Pressure Relief Valve

This relief valve reduces pressure pulses. It is a direct re- When checking oil pressure on units that are equipped
placement for all existing relief valve assemblies used with with lube oil filters, use the upper plugged opening on the
direct feed lubrication systems. No crankcase modifica- side of the relief valve body. The oil pressure relief valve
tions are required. However, for proper operation, the is located between the filter and the crankshaft oil pas-
proper gasket and mounting bolts listed in the applicable sages. Pressure drop across the filter has no effect on the
Parts Catalog should be used. oil pressure setting.

Although the valve assembly significantly reduces oil pres- To check oil pressure drop across the filter, take pressure
sure pulses, a pressure gauge with an externally mounted readings at both the upper and lower openings on the side
pulsation damper should be used whenever oil pressure is of the oil pressure relief valve body. Subtraction of the
measured. After the pressure is checked, the locomotive lower reading from the upper reading gives the pressure
should be shut down, the gauge removed, and the pipe drop across the filter. If the drop is as much as 10 psi, the
opening plugged. filter should be replaced even if the replacement schedule
does not yet call for it.
Pressure readings should be taken when oil temperature
is 60° C (140° F). In the event that oil temperature is lower, CAUTION: The old filter gasket must be removed
the oil pressure versus temperature graph shown in Fig. 6 completely in order to obtain a proper seal with the
can be used to determine the corresponding pressure at new gasket.
60° C (140° F). The graph is applicable to all relief valve
assemblies applied to new or rebuilt compressors or sup- LUBRICATING OIL QUALIFICATION
plied as service parts after October, 1973. The graph should
not be used on earlier relief valve assemblies. Since variations in operating conditions such as ambient
temperature and length of time a compressor is loaded can
Oil pressure is varied by adding or removing shims under influence the performance of individual compressor oils, a
the pressure adjusting screw on the relief valve, Fig. 5. final selection of a particular brand to be used is best made
The recommended clearance between the valve body and by testing under actual operating conditions. The oil should
the piston is shown in the Service Data. If the clearance is be tested for at least three months, and preferably six months,
exceeded, and a new piston will not correct the clearance to be sure the variables of operation are encountered. A
discrepancy, a new valve must be applied. On accumula- compressor in new condition in respect to cylinders, rings,
tor type valves, alteration of shims is not normally required. heads, and bearings should be selected for the test.
Page 6 of 33
1144BX- 5/21/01
38° C (100° F)

43° C (110° F)

49° C (120° F)

54° C (130° F)

60° C (140° F)
-5 -4 -3 -2 -1 0

38° C (100° F)

43° C (110° F)

49° C (120° F)

54° C (130° F)

60° C (140° F)
-10 -9 -8 -7 -6 -5

27829

Fig. 6: Correction Factor Graphs - Oil Pressure Versus Oil Temperature

Page 7 of 33
1144BX - 5/21/01
At the end of the test period, the compressor and the air ORIFICE TESTING
system of the locomotive should be inspected. In the com-
pressor, the piston pin bushings, piston rings, cylinder walls The compressor should be given an orifice test, as a mea-
and pistons should be inspected for lacquer deposits. Dis- sure of its condition, at intervals as outlined in the Depart-
charge valves should also be inspected for lacquer and ment of Transportation rulings.
hard or soft carbon deposits. The locomotive air system
can be qualified for lacquer accumulation by examination The graphs shown in Fig. 7 indicate the recommended
of the magnet valves, brake valves, and feed valves. The limits for the compressors covered by this instruction. For
presence of any lacquer, hard carbon, or excessive depos- part numbers of various size orifices and adapters for these
its of soft carbon indicates an unsuitable lubricant. tests, refer to the Service Tools Catalog.

The presence of an oily substance in a feed valve does not

AIR FILTERS
necessarily mean an oil pumping air compressor, but may
mean an unsuitable oil is being used. There are unstable
The air inlet filter or filters should be changed at intervals
ends in some oils which will distill off and deposit as an
given in the applicable Scheduled Maintenance Program,
oil formation at expansion areas such as feed valves. Gen-
or more frequently if operating conditions require.
erally speaking, this substance will lacquer a shiny sur-
face rapidly.
For a detailed explanation of the filters and the correct
replacement elements required, see the applicable Loco-
Heavy detergent oils will form hard lacquer deposits in
motive Service Manual.
the cylinder heads and on the cylinder walls which will
result in oil carryover in the system. Heavy weight oils
will cause excessive wear in the piston pin bearings. De- COMPRESSOR DISASSEMBLY
tergent or high film strength oils would probably improve
piston pin bearing life, but cannot be used because ring Before the compressor is disassembled, the exterior of the
seating is affected and carryover into the air system has a unit should be thoroughly cleaned and the parts marked to
detrimental effect on air brake equipment. ensure that each will be reapplied to its original location.
Care should be taken when handling parts so as not to
Extensive experience has demonstrated that heavy deter- damage otherwise undamaged parts. When cleaning the
gent oils or mineral oils with unstable ends will not satis- parts, do not put main bearings, crankshaft, connecting
factorily lubricate compressors. In several instances of rods, valves, pistons or piston pins in same basket with
compressor failure, examination of failed parts has shown other compressor parts.
that failure resulted from the use of unsuitable oils. This has
been confirmed by the fact that upon changing to an oil Cylinder heads, cylinders, crankcases, end plates, handhole
suited to the application, compressor failure has not recurred. covers, suction and discharge elbows, manifolds, and cast
iron intercoolers should be placed in a cleaning solution

15698

Fig. 7: Compressor Orifice Test Limits

Page 8 of 33
1144BX- 5/21/01
and left there a sufficient length of time to ensure proper SAFETY VALVE TEST
cleaning. After removal from the cleaning solution, these AND ADJUSTMENT
parts should be wire brushed and magnetic-particle in-
spected for defects. A safety valve, Fig. 8, is provided to relieve excessive pres-
sure buildup in the intercooler. This valve must be tested
The pistons, crankshaft, and connecting rods should be and properly adjusted.
thoroughly cleaned (DO NOT WIRE BRUSH) and mag-
netic-particle inspected for defects. Hood
Exhaust Opening
Pressure
After magnetic-particle inspection all parts should be re- Screw Locknut
washed and demagnetized before reassembly.
Lift
1. Remove pipe plug at bottom of crankcase to drain lube Pin
Disc
oil. Drain compressor cooling water by draining loco-
motive system.
Regulator
2. Remove all piping assemblies and both handhole covers. Ring
Setscrew
Regulator Lever
3. Remove air filter, air intake manifold, crankcase Ring
breather, oil pressure relief valve, safety valve, and Lever
Pivot
suction and discharge elbows.

4. Remove intercooler assembly.

5. Remove cylinder heads and cylinder assemblies. Body

6. Remove connecting rod cap bolts, and pull piston and

connecting rod assemblies off of crankshaft. 21222

Fig. 8: Intercooler Safety Valve

7. Remove the oil pump and oil pump eccentric (if ap-
plicable) from crankcase. Test Procedure

8. Remove end plate bolts and pull end plates off the In testing safety valves, it is essential that the air supply
crankshaft. be adequate (at least 330 liter [20,000 cu. in.] reservoir)
with piping to the valve not less than the size of the pipe
9. Remove crankshaft from crankcase. thread fitting on the end of the valve. If restricted feed is
used, the restrictions must not be less than 11 mm (7/16")
10. Individual assemblies can now be disassembled by in diameter. If air supply is not adequate, the valve cannot
following instructions covering the particular assem- be set properly.
bly.
The valves must not lift before the specified lift pressure,
INTERCOOLER and the blowdown of the valve must not exceed 69 kPa
(10 psi). The valve must be fully assembled when the test
CLEANING is made.

It is recommended that the intercoolers be removed at The valves should lift at a static air pressure between 441
overhaul time, and cleaned inside and out. Oil film inside and 455 kPa (64 and 66 psi).
the intercooler, or an accumulation of dirt, will materially
reduce its efficiency, with the possibility of excess mois- Adjustment
ture being carried into the locomotive air system.
A valve which does not lift or reseat within the specified
The intercoolers should be cleaned using an inhibited al- pressure ranges should be disassembled and thoroughly
kaline or solvent cleaner and water. After cleaning, flush cleaned with a solvent or caustic cleaner. (DO NOT USE
thoroughly with hot water, and blow dry. A WIRE BRUSH.) Replace any damaged parts.
Page 9 of 33
1144BX - 5/21/01
Reassemble the valve with a small amount of light oil be- 3. Clean the plunger and ring. Check that the ring oper-
tween the valve disc and the valve body. Apply a mixture ates freely in its groove.
of light oil and graphite on the lever pivot and lift pin.
4. Clean and inspect the interior of the upper plunger
Adjust the lift and reseating pressures of the valve to those cover.
given under Test Procedure. Adjust the lift pressure by
adjusting the pressure screw to change spring tension on 5. Apply a small amount of fine lapping compound to
the disc. Adjust the reseating pressure by loosening the the angle seat on the plunger. Insert the plunger in the
regulator ring setscrew and adjusting the regulator ring. cover and lap the angle seats of the plunger and cover.
After the adjustments have been made, the setscrew and
the hood should be lockwired and sealed. 6. After lapping the seats, remove the plunger and clean
both the plunger and cover. Remove all compound.
UNLOADER VALVES
7. Apply light grease comparable to petroleum jelly to
The piston-type unloader valves, similar to Fig. 9, are used the cover, plunger, and ring. Reassemble the parts, us-
on the compressor to hold the intake or suction valves off ing new gaskets under the cover cap and the upper
their seats to stop compressor pumping when the main plunger cover.
reservoir air is at the proper pressure.
DISCHARGE AND SUCTION VALVES

Each cylinder has one discharge valve, Fig. 10, and one
suction valve, Fig. 11. Each valve is a cage-like assembly
Cap
Gasket consisting of a bumper, a seat, springs, and two concen-
Ring Upper tric discs. The discs are installed between the bumper and
Plunger
seat and are held against the seat by springs that fit into
Mounting Bolts Upper Plunger recesses in the bumper. The assembly is held together by
Cover
a single centrally located bolt.
Cover
Plate
Gasket
Bolts In a discharge valve assembly the springs are above the
discs and hold them down against the seat. In a suction
valve assembly the springs are below the discs and hold
Suction Valve them up against the seat. Discharge valves on compres-
Cover Plates
sors made prior to May 1, 1975, and all suction valves,
Lower contain six springs, three for each disc. Discharge valves
Unloader
Lower Plunger
on compressors shipped since May 1, 1975 have
Unloader nine-spring valves, three on the inner disc, and six on the
Plunger
Spring Suction Valve outer disc. The springs for the nine-spring valves are a
Assembly helical design with buttons on the ends that ride against
the discs.

27831
Bolt

Fig. 9: Piston-Type Compressor UnloaderValve

Springs Valve Discs

Disassemble and service the valves as follows:

1. Remove the unloader valve assembly and cap from

the suction valve cover plate. Then remove the cap Bumper
Seat
and gasket from the upper plunger cover.

21224
2. Remove the plunger assembly from the upper plunger
cover. Fig. 10: Discharge Valve Assembly
Page 10 of 33
1144BX- 5/21/01
 REMOVING SUCTION VALVES
Bolt
LOW PRESSURE
Springs Valve Discs 1. Remove the cover plate bolts, Fig. 9.

2. Remove the unloader and cover plate as an assembly.

3. Remove the suction valve assembly, then cover the

Bumper
valve opening.
Seat
21225 HIGH PRESSURE
Fig. 11: Suction Valve Assembly
1. Loosen the crown nuts, Fig. 13. approximately two
Special valve holders that facilitate air compressor valve turns.
maintenance are available. These valve holders ensure
proper rigidity and minimize the posibility of damage while 2. Remove the cover plate bolts, and remove the cover
work is being done on the valves. For holder part numbers plate and unloader as an assembly.
see Service Data at the back of this instruction.
3. Make certain that the clamp setscrews have been loos-
REMOVING DISCHARGE VALVES ened sufficiently to provide clearance between the
screws and the valve clamp upon reassemble.
1. Back off the crown and setscrew, Fig. 12. at the center
of the cover plate. 4. Remove the clamp.

2. Remove the cover plate bolts and remove the cover 5. Remove the suction valve assembly, then cover the
plate. valve opening.

3. Remove the valve clamp.

4. Remove the discharge valve assembly. Unloading

Valve Cap
5. To prevent entry of foreign material, cover the valve
Upper
openings. Plunger
Gasket Cover

Crown
Cover Upper Crown
Nut Plate Plunger Nut
Bolt

Cover
Gasket Plate
Cover
Setscrew Plate
Clamp
Lower Setscrews
Unloader
Plunger
Gasket
Valve Clamp Gasket
Clamp
Cylinder Lower
Head Lower Unloader
Unloader Plunger
Plunger
Spring
Discharge
Valve Suction
Assembly Valve
Gasket Assembly

Bumper
Assembly
21226
21227

Fig. 12: Discharge Valve Removal Fig. 13: Suction Valve Removal
Page 11 of 33
1144BX - 5/21/01
SUCTION AND DISCHARGE While inspecting valve seats refer to dimensions in the
VALVE DISASSEMBLY Service Data.

Valves can be taken apart to remove the springs and valve Valve Bumper
discs by removing the nut and lockwasher or the cap bolt.
The valve parts should then be cleaned thoroughly. Inspect valve bumper for cracks or excessively worn areas.
See the Service Data for dimensions.
VALVE RECONDITIONING
Valve Springs
Valve Discs
New valve springs should be used when reconditioning
The valve discs should be replaced if a wear step has valves. The springs should have a slip fit in the bumper
formed. The following information is provided to qualify holes. A spring that fits loosely in the bumper hole will
a disc for reuse. wear rapidly on the bottom coil, promoting spring and disc
breakage. If the spring is not set squarely in the bottom of
A valve disc that shows no defects requires only cleaning the hole, it will bind and cause wear on the O.D. of the
and should not be lapped or ground. upper coils. This can be avoided by using a rod that is
slightly smaller than the 11 mm (7/16”) diameter of the
If a disc must be lapped to remove some minor defects, spring hole, and square on the end for compressing the
even pressure should be placed on the disc. The valve disc spring solid on the bottom. Springs that are too tight will
should not be pressed with the fingers, as the pressure also bind in the holes and cause wear on the upper coils.
will be applied only on small areas. A disc can be sprung Springs should be compressed after installation to check
enough with finger pressure to cause a wavy finish that for freedom of movement.
will allow the valve to leak.
Cleaning
The disc should be placed in a holder that will distribute
the pressure evenly while lapping. A simple holder can be After reconditioning and inspection, all valve parts should
made from a flat steel plate cut out to a depth of about 2/ 3 be thoroughly cleaned for reassembly.
the thickness of a disc.
VALVE REASSEMBLY
The disc should not be lapped to its seat. If the disc is not
perfectly flat, the seat will be given a wavy surface. The Discharge Valve
disc should be lapped on a perfectly flat lapping plate.
The lapping compound should be very fine so as to put an Any discharge valves held in place with stud and nut
almost mirror finish on the disc. should have the stud replaced with a cap bolt. This will
eliminate removing the stud each time a valve is lapped.
Occasionally, a valve disc which has had a long period of
service will stop rotating. If the disc remains in one posi- 1 . Hold bumper assembly in one hand with spring
tion long enough, the valve springs will wear rings in the pockets facing up.
disc. Discs in this condition should be discarded. The wear
rings, if deep enough, are weak spots that can develop 2. Place springs in place, with large diameter inserted
into cracks. Also, a valve disc which has had considerable into spring pocket, and place inner and outer valve
service may have a wear step in it. A disc in this condition discs on their respective springs.
should be discarded. Minimum valve disc thickness should
not be less than that stated in the Service Data. 3. Invert the seat assembly and position it on the discs.

Valve Seats 4. H old this assembly together, apply the cap bolt, and
tighten to 115-129 N•m (85-95 ft-lb) torque.
Valve seats must be completely free of any nicks, and the
edges should be square and sharp. If a valve seat requires Suction Valve
lapping. It should be lapped to a master plate using a fine
compound that will give a shiny, scratch free surface. 1. Hold the bumper assembly. spring pockets up, and
place the inner and outer valve disc springs in their
pockets.
Page 12 of 33
1144BX- 5/21/01
2. Place the respective discs on their springs. In compressors with single ended crankshafts the plug in
the oil passage at the stub of the crankshaft is orificed for
3. Carefully place the seat assembly over the discs. feeding oil to the main bearing. In units with double ended
crankshafts oil is fed to the main bearing by an orifice
4. Apply the cap bolt and tighten to 115-129 N•m (85-95 plug in the nearby end of the crankpin oil passage. Units
ft-lb) torque. equipped with gear-type pumps may have, in addition, an
orifice plug in the crankpin oil passage end near the pump
Using a blunt-nosed piece of wood inserted through the drive and driven gears. Make sure that the orifices in the
valve opening, check that the valve dics are free to move. plugs are absolutely clean. When installing, check the ori-
Check for leaks by filling valve pockets with fuel oil. fices for proper position, Fig. 14. Take care when tighten-
ing that the wrench does not pinch the orifice shut. Check
If valve assemblies are not to be used immediately, they after tightening by running a wire through the orifice or
should be oiled and wrapped to keep them clean. If the feeding a solvent under pressure into the crankshaft lube
valves are to be stored, they should be protected against oil inlet opening.
rust.
INSPECTION
CRANKSHAFT
The main bearing surfaces of the crankshaft should not
CLEANING receive any wear and should not be less than 85.75 mm
(3.376”) diameter.
If the crankshaft is removed for any reason, it should be
given a thorough cleaning with solvent, particularly dur- On units equipped with a plunger-type oil pump, the oil
ing any overhaul work, since metallic particles may lodge pump eccentric surface should not be scored, tapered, or
in the oil passages. All rifle drillings must be cleaned thor- out-of-round in excess of 0.013 mm (.0005”). The runout
oughly. of the crankshaft should not exceed 0.25 mm (.010”) at
the main bearing journal, with the crankshaft located in
The main drilling of the crankshaft consists of two inter- centers.
secting passages. One of these passages is parallel to the
crankpin and is plugged at both ends. These plugs are pro- The crankpin on the crankshaft should not be more than
vided to aid in cleaning and must be removed. A long- 0.038 mm (.0015”) out-of-round, or worn to less than 88.80
handled bristle brush having slightly over a 8 mm (5/16") min (3.496”) diameter. If it is damaged, or worn beyond
diameter is recommended for cleaning passages. During above limits, it can be reconditioned by grinding, provided
scrubbing, solvent should be directed into the passages the surface will clean up to 0.76 mm (.030”) undersize.
under approximately 170 kPa (25 psi) pressure. Washing
and brushing must be repeated until the oil passages and If the crankshaft has grooved seal surfaces, use synthetic
crankshaft are absolutely clean. After cleaning, be sure to oil seal kit 8367712 at the oil pump end and kit 8367711
replace the passage plugs which were removed. at the opposite end. These kits include a renewable wear
Orifice (Point Toward Orifice (Point Away Orifice (Point Toward Orifice (Point Away
Crankshaft CL) From Crankshaft CL) Crankshaft CL) From Crankshaft CL)
Crankpin Crankpin

Oil Pump Counter- Oil Pump Counter-

End weight End weight
Main Bearing Main Bearing
Seat Seat

Single Ended Crankshaft Double Ended Crankshaft

27832
Fig. 14: Orifice Plug Applications
Page 13 of 33
1144BX - 5/21/01
sleeve which is to be pressed over the crankshaft to pro- Rifle drilled connecting rods must be used on units which
vide an optimum seal riding surface on the crankshaft. idle at 200 RPM or lower. All rifle drillings must be cleaned
Also included is a synthetic oil seal to operate with the 3 thoroughly. A long-handled bristle brush having slightly
mm (1/8") oversize shaft, provided by the wear sleeve. overan 8 mm (5/ 16”) diameter is recommended for clean-
ing passages. During scrubbing, solvent should be directed
1. To apply wear sleeve, the shaft must be clean and seat- into the passages under approximately 170 kPa (25 psi)
ing surface must measure 82.55±0.038 mm pressure.
(3.250”±.0015”).
CYLINDERS
2. Shaft surface must be coated with a liquid sealant or
gasket cement. CLEANING AND INSPECTION

3. Wear sleeve must be pressed into correct position with The cylinder should be thoroughly cleaned after removal,
arbor or flat plate against sleeve end. Do not hammer prior to any inspection or reconditioning. Examine the
on thin edge of sleeve or wear sleeve may become cylinder for score marks or ridges at the end of the ring
warped or out-of-round. travel surface. Inspect cylinders for a maximum
out-of-round condition of 0.03 mm (.001”). Also check
4. Remove excess sealant. None should be left on fin- cylinder diameter to ensure correct clearances with the cor-
ished working surface. rect size piston.

5. Fill the cavity between the two seal lips with a good Accumulated cylinder and piston wear will increase pis-
quality grease. ton to cylinder clearance, a limiting factor at the time of
reapplication. No cylinder should be matched with a new
6. Install the seal with the name and number side or the or used piston with a piston-to-cylinder clearance exceed-
lip side facing the outside of the compressor. ing the limit given in the Service Data at the rear of this
publication.
All used crankshafts will have some damage in the seal
area and it will be advantageous to use the kit, as no crank- For example, with a WLN low pressure cylinder worn to
shaft rework will be necessary in the seal area. a maximum diameter of 200.139 mm (7.8795”), a piston
not less than 199.923 mm (7.8710”) diameter must be used.
CONNECTING RODS Obviously, with a cylinder worn to this diameter the mini-
mum diameter shown in the specifications for a rebuild
Connecting rods used in the compressors are equipped piston cannot be used since the maximum clearance of
with precision bearing inserts. The bearing inserts should 0.216 mm (.0085”) would be exceeded. If cylinders are
be replaced at the time of overhaul or any time their con- worn excessively, they should be rebored to oversize in-
dition warrants replacement. crements of 0.25 mm (.010”). It has been found to be
more economical to rebore them to 0.25 mm (.010”),
The connecting rods and bearing shells should be fitted to 0.51 mm (.020”), or 0.76 mm (.030”) oversize.
the crankshaft before the crankshaft is installed in the
crankcase. Clearance limits are given in the Maintenance If cylinders are worn to the extent that they would require
Data at the end of this publication. The connecting rod more than 0.76 mm (.030”) reboring, it is far more satis-
bearing-to-crankshaft journal clearance can be checked by factory and economical to replace them with new cylin-
the use of Plastigage strips. ders or those rebored to the regular oversizes.

CAUTION: Connecting rod insert bearing REBORING

8083586 must not be used in compressors that have
gear-type lube oil pumps; that is, units that have When reboring is necessary the cylinders should not be
crankshaft with a radius between the crankpin and rebored to their final size. They should be rebored to 0.05
web. Narrower bearing 8496981 must be used in to 0.08 mm (.002” to .003”) under their final size to allow
gear pump equipped compressors in order to clear enough stock for proper honing. If less stock is left, the
the radii that are at the crankpin shoulders. boring marks will not be completely removed when the
cylinder is honed to size.

Page 14 of 33
1144BX- 5/21/01
Honing 1. Wash cylinder with soap and hot water using stiff fi-
ber brush to clean cylinder bore and flanges.
After reboring, the cylinders should be honed for the final
finish. A honed finish of 0.64 to 1.01 microns (25-40 mi- 2. Swab each cylinder thoroughly with a clean rag dipped
croinches) is desired, with a crosshatch of 25” to 35”. The in 10W engine oil.
proper microinch finish can be obtained from stones rang-
ing from 180 to 280 grit. See the equipment list at the rear 3. Wipe out cylinder with dry clean cloth.
of this publication for the proper cylinder bore honing set.
4. Repeat Steps 2 and 3 until clean white cloth can be
Fig. 15 shows a cylinder wall at various stages of the cyl- rubbed on cylinder wall with no stain appearing on
inder reconditioning operation. Figs. 15a and 15b are views the cloth. It is important to use oil for this cleaning
of a cylinder after boring and before honing. Notice the procedure because the oil pulls the abrasive particles
rough finish left by the boring tool. New piston rings in- out of the tiny pores and crevices in the cylinder wall.
stalled in a cylinder with this finish would be ineffective. Solvents will not remove all abrasive particles.
Oil consumption and blow-by would remain high because
the rings could not form a good seal. Fig. 15c is the same PISTONS
cylinder after 25 strokes with a spring loaded hone. Al-
though honing marks are visible, the boring marks can At the time of the compressor overhaul, the pistons should
also be seen. This finish is still too rough for piston ring be removed, cleaned and inspected for excess wear. Match
seating. Fig. 15d is the cylinder wall after the cylinder was the pistons with a new or used cylinder so the diameters
honed to size with a rigid hone. The boring marks have result in a piston to cylinder clearance which does not ex-
been cleaned up and the cross hatch pattern left by the ceed the limit given in the Service Data at the rear of this
hone is all that is visible. This surface is ideal for early publication.
piston ring seating.
Piston ring grooves must be square and free from wear
The tolerance allowed on finishing oversize rebored cyl- ridges. Clearance between the ring side and groove should
inders is +0.03-0.00 mm (+.001”-.000”). This tolerance is not exceed 0.0 1 mm (.004”), where applicable. Minor
added to the amount that the cylinder is rebored. For ex- scuff marks or scratches can be smoothed or rounded with
ample, if a standard 177.80 mm (7.000”) cylinder is rebored a file. (Do not use a stone or emery cloth.) All pistons that
0.25 mm (.010”) oversize, the finished diameter after hon- are to be used again should be given a phosphate treat-
ing should be 178.05-178.08 mm (7.010”-7.011”) . ment as outlined in Maintenance Instruction 1758.

Honing of cylinders at regular maintenance periods should PISTON PIN BEARING REPLACEMENT
be avoided, except when used to remove scoring. A better
practice is to remove any ridge at the top of the ring travel Current model compressors are equipped with a
by scraping, and then rough the cylinder by hand using a prefinished bushing in the low pressure piston assembly
No. 180 emergy cloth to produce a crosshatch pattern at and roller bearings, Fig. 16, in the high pressure piston
an angle of 25°-35° to the bore. assembly. The roller bearing-type piston assembly requires
a different piston pin and connecting rod than piston as-
CLEANING AFTER HONING semblies using other types of bushings or bearings.

Of all the operations in repairing an air compressor, clean- Low Pressure Piston
ing the cylinders may be the most costly one to forget. If
the cylinders are not properly cleaned after they are honed, When reconditioning machines, replace the low pressure
the compressor will wear out in an alarmingly short time. piston pin bushings with the type removed.
The tiny particles left by the hone will attack the rings,
cylinders and any other moving parts in the compressor. The old bushings or bearings should be pressed out using
Thus, the omission of one procedure can eliminate all the driving tool 8231757, Fig. 17. Alternate methods tend to
good done by hours of labor and valuable replacement gouge the inside of piston bosses and destroy the piston
parts. To make certain that the overhaul will last, the fol- for further use.
lowing cleaning procedure must be used:

Page 15 of 33
1144BX - 5/21/01
 (a) Highly magnified view of bored cylinder reveals rough finish. (b) Close-up view of cylinder surface after boring.

(c) Cylinder wall after 25 strokes with flexible hone. No boring marks. (d) Proper honing leaves crosshatch pattern.

12520

Fig. 15: Cylinder Wall Honing

Page 16 of 33
1144BX- 5/21/01
 Piston Piston Bushing Piston
Anvil Assembly

Anvil Plate
Retaining Sleeve
Rings

Roller Bearing

15701 Piston Bushing

Fig. 16: Piston Pin Roller Bearing Application

12698
Pulling Sleeve
Barrel
Fig. 18: Piston Pin Bushing Installation

High Pressure Piston

When replacing high pressure piston pin bearings, use

Bushing roller bearing assemblies, Fig. 16. Those machines which
8295
did not previously have roller bearing assemblies will re-
quire a different piston, piston pin, and connecting rod.
Fig. 17: Piston Bushing Removal Tool
The old bearings should be removed by pressing to the
center of the piston with a 51 mm (2-1/32") diameter driv-
Before attempting to replace the piston bushings, check ing tool. Use care not to gouge the inside of the piston
the piston to see that it is sound and free from excessive bosses with the driving tool.
scuff marks or wear at the following points:
A piston boss support anvil and plug for pressing in the
1. Piston ring grooves must be square and free from wear roller bearings can be made as shown in Fig. 19.
ridges. Clearances between ring side and groove
should not exceed maximum indicated in Service Data. Before attempting to replace the piston bearings, check
the piston to see that it is sound and free from excessive
2. Piston to cylinder clearance must be within limits in- scuff marks or wear at the following points:
dicated in Service Data.
1. Piston ring grooves must be square and free from wear
3. Minor scuff marks or scratches can be smoothed or ridges. Clearance between ring side and groove should
rounded with a file. (Do not use stone or emery cloth.) not exceed the maximum indicated in Service Data.

New bushings should be applied by shrinking the bush- 2. Piston to cylinder clearance must be within limits in-
ing with dry ice or liquid nitrogen and heating the piston. dicated in Service Data.
The use of liquid nitrogen will permit dropping bushing
into piston at room temperature. The use of dry ice will 3. Minor scuff marks or scratches can be smoothed or
require heating piston to 90° to 150° C (200° to 300° F). rounded with a file. (Do not use stone or emery cloth.)
Bushing should be dropped into outside opening of pis-
ton boss with inner end of boss squarely seated on piston 4. Wash piston thoroughly to remove any foreign mate-
bushing anvil 8231756, Fig. 18. rial, then blow it dry with clean, dry air.
Page 17 of 33
1144BX - 5/21/01
 21229

Fig. 19: Piston Boss Support Anvil

Plug

5. Install inner retainer rings in piston pin boss using

internal pliers. Roller Bearing

6. Place piston over anvil Fig. 20. locating piston pin

boss approximately in the center of the three counter-
sunk screws in the top of the anvil.
Piston

7. Place roller bearing on plug and start bearing into pis-

ton pin bore, being sure bearing is parallel with pin
bore.

8. Press bearing into piston until plug bottoms on the

O.D. of the piston. Do not overpress plug. Anvil

15703
9. Remove plug, rotate piston 180° and relocate the other
piston pin boss on the anvil. Repeat Steps 7 and 8. Fig. 20: Roller Bearing Installation
Page 18 of 33
1144BX- 5/21/01
10. After both bearings have been installed, remove the and ring combination is applied to the top and No. 2 ring
piston from anvil and install the two outer retainer grooves of the piston, with the spring above the ring.
rings.
NOTE: Ring side clearance limits given in the
11. Cover both ends of the piston pin bore to keep foreign specifications do not apply to the spring and ring
material out of the bearings until the piston pin is in- combination. Oil control rings are used in the bot-
stalled. tom piston ring groove of all compressor pistons.

PISTON PIN REPLACEMENT

High Pressure Low Pressure
Compression Rings
The piston pin must be replaced if it is scored, damaged,
or exceeds clearance limits given in the Service Data. A
Spring
special tool is available for piston pin and connecting rod
assembly, Fig. 21. This assembly fixture 8213878 ensures
proper alignment of the piston pin and connecting rod and Ring
prevents twisting the connecting rod when torquing the
retaining bolt to the recommended 108-136 N•m Used In 2
Used In 3 Upper Grooves
(80-100 ft-lb). It also positions the rod eye with the slot Grooves (3rd Empty)
machined in the wrist pin for application of the retaining
bolt.
Oil Control Rings
Connecting rod spreader 8214312 also shown in Fig. 21,
is used to expand the wrist pin bore of the connecting rod
so it may be aligned in the piston assembly fixture with-
out the use of force, which might damage the assembly.

Connecting Rod Spreader

(8214312) Used In Bottom
Groove Both Cylinders

15704

Fig. 22: Piston Ring Assembly

Piston Assembly Fixture

To properly apply the piston rings, use the correct ring
(8213878) expanding installing tool according to the piston diam-
eter. See the Service Data for the correct ring expanders.

Standard size rings should be used on all standard pistons

8498 for all bore sizes up to where a 0.25 mm (.010”) oversize
piston can be used. Piston rings should be fitted through
Fig. 21: Piston Assembly Fixture the bottom of the cylinders rather than through the top,
And Rod Spreader
because the bottom of the cylinder is chamfered to pre-
vent damage to the ring on entry, and this end wears less
PISTON RINGS than the top. Therefore, rings must have at least minimum
clearance at the lower end of the cylinders. Piston rings
To aid in piston ring identification and location. the vari- should never be filed to obtain end clearance.
ous ring combinations for the compressor are shown in
Fig. 22. Compression rings are marked on top with a pip OIL PUMP
or dimple to ensure proper application. Oil control rings
are not marked as they may be applied with either side up. PLUNGER-TYPE-PUMP

Particular notice should be made of the ring and spring The oil pump should fit the crankshaft to the limits listed
combination used in the low pressure cylinder. This spring in the Service Data. If the clearance limity is exceeded, a
Page 19 of 33
1144BX - 5/21/01
new oil pump eccentric will be required. The oil pump The area of the crankshaft that the lip of the synthetic rub-
plunger should be inspected for scoring and excessive ber seal touches should be well oiled or greased.
wear. If the clearance limit is exceeded as given in the
Service Data, a new pump assembly should be installed. 1. On compressors equipped with plunger-type oil pump,
install the oil seals in the end plates as explained in
the “Crankshaft” section of this publication. On mod-
GEAR-TYPE PUMP els equipped with gear-type oil pump, Fig. 23, first
install the oil introducing ring, piston rings, and re-
The backlash in the oil pump drive is fixed by dowel pins tainer ring in the end plate, making sure that the re-
in the oil pump mounting flange. The endplay in the oil tainer ring snaps firmly in place. Then install the oil
pump drive shaft should be not less than 0.03 mm (.001”) seals.
or more than 0.10 mm (.004”). It is obtained by pulling up
on the adjusting nut until this endplay is 0.05 mm (.002”) Gasket & Shims
to 0.13 mm (.005”), then advancing the nut to the nearest Crankcase
locking position. If the clearance limits are exceeded as
Oil
given in the Service Data, a new pump should be installed. Introducing
Ring

When converting a unit from plunger-type pump to gear-

type pump, the oil pump mounting flange will have no dowel
Retainer
pins to fix the oil pump backlash. The backlash between Ring
Bearing
the oil pump gears should be between .002" to .004". Com-
plete retrofit details are given in M.I. 9621.
Crankshaft

OIL PRESSURE RELIEF VALVE

The oil pressure relief valve should be completely disas-

sembled and thoroughly cleaned. All passages should be
blown out, using compressed air. The valve should then
be reassembled and reset as described in the Lubricating
Oil Seal
System section.

PRESSURE GAUGES Piston Ring

The orifice screw should be removed and the air and oil
pressure gauges tested on a dead weight tester. After test-
ing, an orifice screw having an orifice diameter not greater Bearing
than 0.38 mm (.015') must be installed in the gauge and Cover Plate

staked securely in place.

27899

COMPRESSOR REASSEMBLY
The air compressors should be assembled with new gas- Fig. 23: Gear-Pump Compressor Oil Introducting
kets and oil seals. The bearing surfaces of the crankshaft, Assembly
main bearings, connecting rod bearings, wrist pins, and
cylinders should be adequately lubricated with approved
air compressor oil, as recommended in Maintenance In-
struction 1756. 2. Mount the main bearing inner races on the crankshaft
and the outer races in the crankcase (oil pump end) or
the end plate (opposite oil pump end). The races must
be flat against the locating shoulder within 0.05 mm
(.002”).
Page 20 of 33
1144BX- 5/21/01
3. Install the crankshaft in the crankcase with a gasket 7. Using a piston ring compressor, mount the cylinders
behind the end plate opposite the intercooler and shims on the crankcase.
at the intercooler so the oil pocket and passage is up,
providing gravity feed lubrication to the main bear- 8. The following steps should be taken before installing
ings. the cylinder heads to the cylinders to ensure maxi-
mum operating performance of the cylinder head gas-
NOTE: If leather type oil seals are used, oil seal kets.
guide 8219901 should be employed when sliding the
leather type oil seals over the shaft keyway and a. Gasket surfaces on cylinder and heads must be
shoulder on the shaft. Any burr will destroy the free of deep scratches and foreign material. The
feather edge of the oil seal. faces of the water cooled heads must be flat within
0.05 mm (.002”).
4. Check the end thrust of the crankshaft by exerting 1724
kPa (250 psi) pressure alternately at each end of the b. Gaskets should be dipped in or coated with light
shaft and checking shaft movement with a dial indi- motor oil prior to application, to permit flow of
cator. Thrust clearance should not exceed the limits gasket and complete sealing. Use of heavy grease,
given in the Service Data. If necessary the end thrust gasket cements, or graphite coatings should be
may be adjusted by the addition or removal of shims avoided as they impair gasket performance and
between the end plate and crankcase. life. Proper positioning of gasket should be at-
tained by using short studs inserted in head be-
5. Install the plunger-type oil pump and oil pump eccen- fore application.
tric in the crankcase. Torque the eccentric strap bolts
to 47-61 N•m (35-45 ft-lb). Install cotter pins in the 9. The valve covers on the discharge valves, and the
strap bolts and lockwire the oil pump mounting bolts. unloader on the high pressure suction valves should
be installed with the valve clamp screws released.
Install the gear-type oil pump. Torque the mounting flange After the covers are installed, the valve clamp screws
bolts to 62-74 N•m (45-55 ft-lb). should be tightened and locked in place with the clamp
screw crown nut. On the low pressure suction unloader
NOTE: The identifying or matching marks on the assemblies, care should be exercised to ensure that
connecting rods, connecting rod caps, and both the suction valve cover gasket is compressed. If the
halves of the oil pump eccentric (plunger-type pump gasket does not compress, two gaskets should be ap-
only) must all be on the same side. plied. Do not remove the valve seat gasket.

6. Install the previously assembled piston and connect- 10. Mount the cylinder head assemblies containing the
ing rod assembly on crankshaft. Torque connecting suction and discharge valves, onto the cylinders.
rod bolts to 197-210 N•m (145-155 ft-lb). Install lock-
nut hand tight against connecting rod nut and tighten 11. Install the intercooler, then tighten the intercooler, cyl-
1/3 to 1/2 turn. inder head, and cylinder mounting bolts as explained
in Step 6. Tighten cylinder head bolts to 163- 176 N•m
NOTE: When installing the cylinders, cylinder (120-130 ft-lb) following the pattern in Fig. 24.
heads, and intercooler to the compressor, be sure to
use the proper gaskets and initially tighten the bolts 12. Install the safety valve, suction and discharge elbows,
hand tight. To limit the cylinder distortion to a mini- air filter, crankcase breather, oil pressure relief valve,
mum the mounting bolts should be tightened to the and oil filter, (if applicable) in their proper locations.
proper torque value as specified in the Service Data
in the following order: 13. If the unloader piping is in good condition, it should
be reused. If new unloader piping is required, the lat-
• Intercooler to cylinder head. est type should be used. The piping should be soap
• Cylinder head to cylinder. tested for leaks at 620 kPa (90 psi).
• Cylinder to crankcase.

Page 21 of 33
1144BX - 5/21/01
 To provide means of relieving air pressure while testing
compressor on locomotive, the compressor discharge re-
lief valve (if so equipped) should be removed and a globe
valve installed. Flexible tubing or armored hose can be
attached to the valve and placed so that air and vapors
will discharge outside the engineroom.

As soon as the compressor is started, either on the test

stand or in the locomotive, the lube oil pressure should be
WLN-Low And High
Pressure
approximately 310 kPa (45 psi) with cold oil. As the oil
temperature increases, the pressure will drop. The oil
WBG-Low And High
Pressure pressure should be adjusted to 103 kPa - 137 kPa
(15-20 psi) with oil temperature at about 60° C (140° F)
27833 at 315 RPM.
Fig. 24: Cylinder Head Tightening Sequence

COMPRESSOR TEST BREAK-IN RUN

14. If unit has water deflector piping, Fig. 25, install the
piping such that the deflectors at the high pressure Before the final test runs, the compressor should be given
cylinders are positioned with the word “TOP” stamped a break-in run for 30 minutes at 425 RPM pumping against
on the deflector, on the top side. If the unit has the a maximum of 69 kPa (10 psi) air pressure. On the test
new reduced sludge, low pressure cylinders, Fig. 26, stand, a 50.8 mm (2”) globe valve is used to exhaust the
reapply the water piping. These new units do not re- air being pumped and on the locomotive the newly in-
quire a sediment removal system. stalled globe valve and other air drains can be used. If this
does not exhaust sufficient air to keep the pressure at 69
15. Wipe the crankcase clean with lint-free, bound-edge kPa (10 psi), the automatic brake valve can be moved to
towels and install the handhole covers. If the oil gauge the full release position.
and oil filter were removed from the handhole cover,
replace them in their proper positions. After the half hour break-in, close drain valve(s) and let
main reservoir air pressure build up to normal cutout set-
COMPRESSOR BREAK-IN AND ting of the unloader governor or compressor control switch.
TESTING AFTER OVERHAUL Repeat several times to make sure suction unloading valve
parts and unloader govenor or compressor control switch
Where a customer has many air compressors to break-in are operating correctly. If any valve fails to unload prop-
and test, it is recommended that a test stand be set up. erly, shut down the compressor and repair the defect.
Drawings covering such an installation will be furnished
on request. File Drawing No. 343 covers a schematic pip-
ing diagram for an air compressor test stand, and File Draw- FINAL TEST RUNS
ing No. 603, an air compressor test stand arrangement. If
access to a compressor test stand is not possible, the com- Set unloader governor or compressor control switch to cut
pressor may be tested on the locomotive. out at 689 kPa (100 psi) and cut in at approximately 620
kPa (90 psi). Open drain sufficently so that compressor
PRELIMINARY TEST PROCEDURES operates at 50% load factor (i.e., unloaded for the same
amount of time that it is loaded), and run for 2 hours at
Whether the compressor is to be mounted on a test stand, 425 RPM.
Fig. 27, or tested in the locomotive, the following steps
should be taken before starting test: Insert a temperature Following the first 2 hour final run, reset unloader gover-
gauge in the pipe plug hole in the crankcase to check tem- nor to cut out at normal operating pressure. Operate at
perature rise of lube oil. A 10°-150° C (50°-300° F) gauge 50% load factor under these normal pressures for an addi-
can be used. tional 2 hours at a compressor speed of 425 RPM.

Page 22 of 33
1144BX- 5/21/01
 21231

Deflector
At High
Pressure
Cylinder

Deflector At HIgh
Pressure Cylinder

Deflectors At Low
Pressure Cylinders

Inlets Added At Low Pressure

Cylinder Inspection Covers

WLN WBG
20261 20362

Fig. 25: Water Deflector System Applied To Earlier Units

Page 23 of 33
1144BX - 5/21/01
 27834

Fig. 26: Typical Water Piping Application

(Basic Low Sludge Cylinders)

5720
Fig. 27: Typical Test Stand Installation
Page 24 of 33
1144BX- 5/21/01
OPERATING TESTS The valves may then be replaced, and with the compres-
sor running under load, all gasket joints should be tested
Audio inspections of moving parts should be made at regu- for air leaks. This testing may be done with water applied
lar intervals during the break-in period. If any noise (other to all gasket joints with an oil can.
than the normal valve click) is apparent, or a regularly
occurring thump can be felt by placing hand on compres- After making sure that all valves are again working prop-
sor, the cause of the noise or vibration should be corrected erly and that all joints are tight and free from leaking, the
before attempting any further testing. machine should be given an orifice test. See Fig. 6 for
orifice test limits.
The intercooler pressure, observed during a test run , while
under load, should be near 380 kPa (55 psi). This pres- COMPRESSOR STORAGE
sure is an indicator of valve efficiency. The pressure may
vary slightly due to change in air temperature or baromet- If the place of storage is near a sea coast or in a damp
ric pressure. but any variation of more than 20 kPa 3 psi) climate, it is recommended that the compressor be given a
above or below normal intercooler pressure is an indica- 1 hour 50% load factor test run every 20-90 days during
tion of a defective valve(s), the location of which can be the high humidity season to prevent minute rust areas form-
found as follows: ing on cylinders and valves. The experience obtained from
other similar machinery in the same climate area will as-
1. If intercooler pressure is abnormally high only when sist materially in establishing the optimum interval between
pumping, the high pressure suction valve should be storage period retest.
inspected.
If the tested compressor is to be kept in storage for an
2. If the intercooler pressure climbs slowly when the indefinite length of time, it should be protected against
compressor is unloaded, the high pressure discharge rust. After slushing with anti-rust oil, wrap the breather
valve should be inspected. cap and all safety valves with MIL-B-131 barrier material
and seal with pressure sensitive tape.
3. If the intercooler pressure is abnormally low when
pumping and drops to zero pressure in less than 3 If the compressor is to be immediately installed in a loco-
minutes when unloaded, the low pressure discharge motive, the slushing with anti-rust oil will not be required.
valves should be inspected.
After the compressor has completed the recommended
4. If the intercooler pressure is abnormally low when running time and appears to be working satisfactorily, all
pumping, but drops only a few pounds after being un- valves should be removed and the cylinders inspected for
loaded 3 minutes, the low pressure suction valves scoring or scratches that might have occurred during as-
should be inspected. sembly or break-in. Brown streaks in the cylinder should
not be confused with scratches or scoring, as this is not an
The low pressure discharge valves or low pressure suc- abnormal condition and these streaks disappear after the
tion valves at fault will usually be indicated by a weak or rings and the cylinders have had sufficient running to prop-
erratic suction sound, abnormal blowback from air filter, erly polish themselves together.
or an excessively hot low pressure discharge valve cover
plate.

Page 25 of 33
1144BX - 5/21/01
 SERVICE DATA
SPECIFICATIONS
Lube Oil Capacity
Shallow Sump Deep Sump
WLN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.63 Liter (3 Gal.) 39.75 Liters (10-1/2 Gal.)
WBG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.03 Liter (4-1/2 Gal.) 68.14 Liters (18 Gal.)

Valve Rework Limits

Millimeters Inches
Valve Seats Min. Max. Min. Max.
Difference between center boss
and valve disc seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 0.010
Gasket surface flat within . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.13 0.005
Gasket seat width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18 0.125
Valve Bumper
Distance disc seat surface below
center boss surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.56 3.96 0.140 0.156
Guide finger height must not be greater than center boss height.
Valve Disc
Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.32 0.052
Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.98 2.59 0.078 0.102

Dimensions For Rebuild - Low Pressure Cylinder

Model WLN

Millimeters Inches
Min. Max. Min. Max.

Cylinder Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288.544 288.925 11.3600 11.3750

Cylinder Inside Diameter

New 200.025 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200.063 7.8750 7.8765
*Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200.139 7.8795
Piston Diameter
New 199.898 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199.923 7.8700 7.8710
**Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199.809 7.8665
Clearances -
Piston To Cylinder
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.102 0.165 0.0040 0.0065
Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.102 0.216 0.0040 0.0085
Piston Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.033 0.10 0.0013 0.004
Side of oil ring to groove . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 0.10 0.002 0.004
***Ring Gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20 1.01 0.008 .040

Model WBG

Cylinder Inside Diameter

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177.800 177.838 7.0000 7.0015
*Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177.914 7.0045
Piston Diameter
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177.686 177.711 6.9955 6.9965
**Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177.597 6.9920

Page 26 of 33
1144BX- 5/21/01
 Model WBG
Millimeters Inches
Min. Max. Min. Max.
Clearances -
Piston To Cylinder
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.089 0.152 0.0035 0.0060
Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.089 0.203 0.0035 0.0080
Piston Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.033 0.10 0.0013 0.004
Side of oil ring to groove . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 0.10 0.002 0.004
***Ring Gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18 0.007

*Using new piston at maximum diameter.

**Using new cylinder at minimum diameter.
***Install new rings whenever it is necessary to remove rings from piston or cylinder.

Dimensions For Rebuild - High Pressure Cylinder

Model WLN
Millimeters Inches
Min. Max. Min. Max.

Cylinder Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272.669 273.050 10.7350 10.7500

Cylinder Inside Diameter

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146.050 146.088 5.7500 5.7515
*Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146.164 5.7545
Piston Diameter
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145.948 145.974 5.7460 5.7470
**Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145.859 5.7425
Clearances -
Piston To Cylinder
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.076 0.140 0.0030 0.0055
Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.076 0.191 0.0030 0.0075
Piston Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 0.064 0.001 0.0025
Side of ring to groove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 0.01 0.002 0.004
***Ring Gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.15 0.81 0.006 0.032

Model WBG
Cylinder Inside Diameter
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146.050 146.088 5.7500 5.7515
*Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146.164 5.7545
Piston Diameter
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145.948 145.974 5.7460 5.7470
**Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145.859 5.7425
Clearances -
Piston To Cylinder
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.076 0.140 0.0030 0.0055
Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.076 0.191 0.0030 0.0075
Piston Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 0.064 0.001 0.0025
Side of ring to groove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 0.10 0.002 0.004
***Ring Gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.15 0.006

*Using new piston at maximum diameter.

**Using new cylinder at minimum diameter.
***Install new rings whenever it is necessary to remove rings from piston or cylinder.
Page 27 of 33
1144BX - 5/21/01
General Clearance Data

Millimeters Inches
Min. Max. Min. Max.
Main bearing outer race to
crankcase bore or end plate . . . . . . . . . . . . . . . . . . . . . . . . -0.03 +0.03 -0.001 +0.001

*Main bearing end (cold)

Model WLN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20 0.33 0.008 0.013
Model WBG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.26 0.38 0.010 0.015

Unloader assembly unloader

plunger to upper plunger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.10 0.004

**Connecting rod bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.030 0.08 0.0012 0.003

***Connecting rod side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.33 0.76 0.013 0.030

Plunger-type oil pump

Oil pump eccentric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 0.08 0.001 0.003
Oil pump plunger to body . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 0.064 0.001 0.0025

Gear-type oil pump

Rotor to housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 0.002
Idler pin to idler bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 0.002
Idler to crescent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.10 0.004

Oil pressure relief valve - clearance

between valve body and piston . . . . . . . . . . . . . . . . . . . . . 0.013 0.08 0.0005 0.003

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

Connecting Rod Parallelism And Twist

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

Page 28 of 33
1144BX- 5/21/01
EQUIPMENT LIST
Part No.

Hone Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8039177

Holder - Stone
(Used with 8039177 hone set on high pressure cylinders) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8102249
Ring Expanders
(5-3 4" cylinder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8205284
(7-7 8" cylinder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8205286
(7" cvlinder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8205285
Piston Ring Guide
(5-3 4" cylinder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8205491
(7-7 8" cylinder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8205493
(7" cylinder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8205492
Piston Assembly Fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8213878
Connecting Rod Spreader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8214312
Valve Holder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8214755
Oil Seal Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8219901
Piston Bushing Anvil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8231756
Piston Bushing Puller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8231757
Piston Bushing Groove Scraper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8231758
Lifting Eye-Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8159760

TORQUE VALUES
Recommended torque values for air compressor fasteners are indicated in the charts that follow. These torque values are
based on threads that are clean and free of burrs and grit. The cleaning solvent (if used) should have a trace of lubricant.

Page 29 of 33
1144BX - 5/21/01
1144BX- 5/21/01

27835

Torque Chart - WLN Complete With

Gear Type Lube Oil Pump
Page 30 of 33
 27836
1144BX - 5/21/01

Torque Chart - WBG Complete With

Gear Type Lube Oil Pump

Page 31 of 33
1144BX- 5/21/01

27837

Torque Chart - WLN Complete With

Plunger Type Lube Oil Pump

Page 32 of 33
 27838

Intercooler Torque Chart

Page 33 of 33
1144BX - 5/21/01