O&m

INDEX
PAGE
I. INTRODUCTION 1
II. ENGINE 3
A. LUBRICATION SYSTEM
1 . GENERAL 3
2. INTERNAL CIRCULATION 3
3. EXTERNAL CIRCULATION 9
a. Strainer
b. Pump
c. Pressure Regulator
d. Thermostat Valve
e. Oil Cooler
f. Filters
g. Filtration
h. Standby Heater
i. Monitoring & Shutdown Devices
4 . PRE & POST LUBRICATION 15
5. CRANKCASE BREATHER 16
6. OIL CONSUMPTION 17
7. OIL SPECIFICATIONS 18
8. OIL ANALYSIS 19
9. OIL CONTAMINATION 20
10. SYSTEM MAINTENANCE 21
B COOLING SYSTEM .............................. 21
1. GENERAL 21
2. COOLANT 21
3. INTERNAL CIRCULATION 23
4. EXTERNAL CIRCULATION 24
a. Intercooler
b. Jacket Water Pump
co Thermostat Valve
d. Radiator
e. Expansion Tank
f. Coolant System Piping
go Oil Cooler
h. Monitoring & Shutdown Devices
i. Standby Coolant Heaters
Jo Standby Circulating Pumps
50 CAVITATION .... 0 0 0 0 0 0 .oo.o.oooo. 0 . 0 . 0 0 0 0 0 030
(A)
II. ENGINE (CONTO)
C. AIR-FUEL SYSTEM
PAGE
1.
2 .
3.
GENERAL
4-CYCLE
NATURAL
OPERATING PRINCIPLES ~ j
ASPIRATED ENGINES "G" 34
a. Air-Fuel Diagram "G"
b. Fuel Pressure
c. Carburetor Adjustment
d. Intake Manifold Pressure
e. Starting & Loading
f. Backfiring
g. Exhaust Backpressure
4. TURBOCHARGED ENGINES "GT" 40
a. Air-Fuel Diagram "GT"
b. Air Inlet Pressure
c. Fuel Pressure
d. Starting & Loading
e. Balancing
f. Intake Manifold Pressure
5. TURBOCHARGED ENGINES "GTL"
a. GT vs GTL
b. Air-Fuel Diagram "GTL"
c. Air Butterfly Linkage
d. Governor
e. Engine Operation "GTL"
....... 4 7
6. TURBOCHARGED ENGINES "GTLA" 52
a. Introduction
b. Air-Fuel Diagram "GTLA"
c. Exhaust Manifold & Waste Gate
d. Cylinder Head
e. Governor & Ignition
f. Starting System
g. Engine Operation IIGTLA"
7. GTLB .
8. AIR CLEANER .
9. TURBOCHARGER ..
a. Maintenance
b. Turbine Housing & Nozzle Ring
c. Rotor Assembly
d. Intermediate Housing & Bearings
e. Blower Inlet Casing
(B)
59
60
61
C. AIR-FUEL SYSTEM (CaNTO) PAGE
10. GOVERNORS 64
a. Mechanical
b. Hydraulic
11. SYSTEM MAINTENANCE 68
D. BEDPLATE ASSEMBLY
1. GENERAL 69
2. BEDPLATE 69
3. BEARINGS 71
a. Oilflow
b. Bump Check
c. Plastic Gauge
d. Visual Inspection
e. Bearing Damage
4. CRANKSHAFT 80
5. TORSIONAL VIBRATION DAMPNERS 82
6. FLyWHEEL 82
7. STARTERS 83
E. CYLINDER BLOCK ASSEMBLY
1. GENERAL 85
2. INSTALLATION OF BLOCK TO BED 85
3. CYLINDER HEAD STUDS 87
4. MACHINE LINER FIT 87
5. CYLINDER LINER 87
a. General
b. Upper Gasket & a-Rings
c. Installation
6. COVERS - Side & End 90
.7. CONNECTION ROD 91
a. General
b. Inspect ion
c. Reconditioning
8. PISTON PIN 92
9. J;>ISTON 92
a. General
b. Inspection
c. Reconditioning
d. Pings
(C)
II
I
.
E. CYLINDER BLOCK ASSEMBLY (CaNTO) PAGE
10. INSTALLATION OF ROD & PISTON 9S
a. General
b. Rod Cap Torquing
11. CAMSHAFT ASSEMBLY 96
a. General
b. Inspection
c. Reconditioning
d. Installation
e. Timing
12. AUXILIARY END DRIVE 101
a. General
b. Overspeed Governor
c. Ignition System
13. VALVE TRAIN 103
14. CYLINDER HEAD 105
a. General
b. Valves, Seats & Guides
c. Springs
d. Retainers & Keepers
e. Lubrication
f. Reconditioning
g. Rocker Arm
h. Installation
15. STARTING SEQUENCE 112
III. COMPRESSOR 114
A. GENERAL .................................... 114
B. OPERATING PRINCIPLES ............................... 115
C. FRAME 118
D. CRANKSHAFT .......................................... 122
E CONNECTING ROD 122
F CROSSHEAD GUIDE 124
G CROSSHEAD AND PIN 125
H PISTON AND ROD 127
(D)
III. COMPRESSOR (CONTD)
PAGE
I. PACKING ....................... 130
J. CYLINDER BODY ...................... 131
K. PLATE VALVE
1. GENERAL 133
2. RECONDITIONING 13 5
3. RETAINER 136
4. VALVE CAP ................................... 137
L. UNLOADER
1 . HEAD END 137
2 . VALVE 13 9
M. LUBRICATION SYSTEM
1. GENERAL 140
2. PUMP & RELIEF VALVE 141
3. COOLER & FILTER 141
N. FORCE FEED LUBRICATION
1. SySTEM 142
2. OIL VISCOSITY 143
3. OIL QUANTITY 144
4. LUBRICATOR ASSEMBLy 145
O. BALANCE ........................................... 146
IV. ALIGNMENT 150
A. GENERAL
1.PURPOSE 151
.2. OBJECTIVE 151
3 . METHODS 151
B. FOUNDATIONS _ 151
C BLOCK MOUNTING
1.GENERAL _ _ 153
2.GROUTING _ _ _ _ .154
D. SKID MOUNTING
1. GROUTING .. - _ .. _ _ _ 154
2.COLD ALIGNMENT 156
3.FINAL ALIGNMENT __ 158
(E)
PAGE
E. HOT ALIGNMENT .............................. 16 c;
V. PREVENTATIVE MAINTENANCE ] .
A. PHILOSOPHy ................................ 167
B. OPERATION ......................................... 168
C. INSPECTION .................................... 169
D. TROUBLE SHOOTING ................................ 170
E. OVERHAUL .......................................... 170
F. MAINTENANCE COSTS .................................. 171
,
I
I
I'
I
i
! !
' ~
.... =:ti'#iZ&
(F)
INTRODUCTION
Maintenance and operation of medium speed engines and com-
pressors is of major concern for a large majority of companies
associated with the oil and gas industry. These concerns affect
every department of an organization and should be one of the
most important issues with any engine and/or compressor appli-
cation. Maintenance and operation considerations start with the
philosophies of both the supplier and user, their policies, the
design of equipment, its application, installation and start-
up. If the details of these phases of a project have been prop-
erly applied it is then, and only then, that we have the oppor-
tunity to maintain and operate the equipment within the intend-
ed specifications, with the required availability and at a com-
petitive dollars per breakhorsepower cost which will allow a
reasonable return on both the investment and continuing related
costs.
The intent of this discussion is to approach maintenance
and operation in a practical manner from the perspective of the
mechanic and operator, keeping in mind there are both internal
and external influences which are in most cases outside his
control. Our comments and recommendations are not intended to
circumvent specific information contained in instruction books
or other data furnished with the equipment.
Specifically we will cover, in detail, the maintenance,
operation and alignment of Superior Gas Engines and
Compressors. Comments, maintenance tips and recommendations are
based on our background with the original equipment manufacture
(OEM) and Energy Dynamics, which markets Power Parts for the
complete line of Superior Engines and Compressors. This back-
ground encompasses design, development, testing, procurement,
manufacturing, shop and field service, training and solutions
to major failures. Most of our discussion will be centered
around the Model 825, natural aspirated and turbocharged,
inline and V Superior Engine and the W Series Compressors. A
majority of the principles reviewed apply to most, if not all,
equipment manufactured by other OEM's which fall into this
classification of engine and compressor.
There are three basic classifications of equipment. First
there is slow speed equipment. Normally slow speed equipment
would be an engine or compressor that operates at a speed less
than 500 rpm. Secondly, medium speed engines or compressors are
units that operate from 500 to 1000 rpm; and thirdly, high
speed units operate at a speed greater than 1000 rpm. Our dis-
cussion will cover medium speed separable engines and compres-
sors from 600 to 2650 bhp. A separable unit is an engine and
compressor that 1S connected by a flexible coupling. In the
majority of cases, the units are skid mounted and self-con-
tained.
To further breakdown slow, medium and high speed engines;
slow speed engines normally have bedded crankshafts and have a
high weight to horsepower ratio. Medium speed engines have a
moderately high weight to horsepower ratio and can either hay
bedded crankshafts or underslung crankshafts. High speed
engines are of an automotive design and always have c r a n k s h a ~ c s
that are an integral part of the cylinder block (underslung)
and have a very low weight to horsepower ratio.
Our discussion will be separated into three basic sec-
tions. First the Engine, maintenance and operation; secondly,
Compressor maintenance and operation; and thirdly, Alignment of
the separable engines to the compressors will be covered. In
conclusion the discussion will include general comments associ-
ated with maintenance programs and philosophy.
r
C
ENGINE
The subject of engine maintenance and operation includes a
review of the Lube Oil System, Water Cooling System, Air-Fuel
System, and Operating Principles. Next, the complete structure
of the Engine will be discussed by assembling a complete unit
by individual components contained in the Bedplate (Base)
Assembly and the Cylinder Block Assembly.
LUBRICATION SYSTEM
GENERAL
The advantage of medium speed engine lubrication systems
is that all the components are normally self-contained, either
on the engine itself or on the skid. The engines are tested at
the manufacturer and packaging facility so field installation
of these units is quite simple when compared to the large inte-
gral type or slow speed engines that are normally block mounted
with systems that are fabricated and assembled, to a large
extent in the field. Two types of lubrication within an engine
are Pressure Lubrication and Splash Lubrication. All bearings
and bushings are pressure lubricated, such as the main bear-
ings, connecting rod bearings, camshaft bushings, rocker arm
bushings, etc. Splash lubricated items include piston, liner,
power valve stem, valve retainers, push rods and cam followers.
It is important to identify the type of lubrication within the
engine because it will assist in trouble shooting a major fail-
ure, as well as, a minor problem.
It is very important for operators and mechanics to know
each system; the components, operation and design so that
problems can easily be identified and corrected. Obviously,
each system must be properly monitored and protected with pres-
sure gauges, thermometers, shut-downs and alarms.
INTERNAL CIRCULATION
The oil circulating system is a pressure, wet sump, with
the lube oil supply contained in the engine bed, or sump, and
circulated by means of a gear type pump which is driven from
the crankshaft. The pump takes oil from the engine sump,
through a suction strainer and inlet connection, which is
designed to prevent formation of a vortex with possible loss of
prime, and delivers the oil to the oil cooler, then to a full-
flow type filter, and finally to the lube oil manifold on the
engine. Figure 1 is the cross-section of an 8G825 Engine and
will assist in the review of Internal Engine oil Circulation .
3
j
i
FIGURE 1
8G825
From the lube oil manifold, located on the side ot the 2d
plate, oil flows to all main bearings, then through drilled
passages in the crankshaft to the crankpin bearings, and then
through the rifle drilled connecting rods/to the piston pin
bushings and piston cooling chamber. A line from the main oil
header feeds the rocker arms and pushrods. Other lines deliver
oil to camshaft bearings, governor and accessory drives. Turbo-
chargers are fed from a branch from the main oil header with a
drain from the turbo to the engine sump.
The engine cross-sections indicate the location of the
engine lube oil cooler, the filter, and the lube oil header.
The upper part of the cylinder block has an internal header
that feeds by tubing lube oil to the rocker arm-bushings and
down to the camshaft bushings. The rocker arm bushing is
drilled with two holes. The rocker arm bushing is assembled
with the small hole located toward the power valve assembly and
the large hole toward the power valve adjusting screw. The size
of the holes in this bushing controls the amount of lubrication
to each point. The rocker arm has an internal drill passage
whereby oil flows to the power valve stem, retainer and springs
for splash type lubrication. This oil flows around the pushrod,
down around the cam follower assemblies to the cams.
4
t
In discussions of systems, how they are designed and their
purpose, the complete knowledge of a system is of major impor-
tance because it will be of assistance in trouble shooting
failures. It is important to note that from the lube oil head-
er, which is the first point of lubrication in relation to the
last point of lubrication, the part that receives the highest
amount of lube oil pressure will be the main bearings. Due to
rifle drill passages from one point to another a pressure drop
will occur within the system which results in reduced oil pres-
sure for connecting rod bearings, and an additional pressure
drop to the connecting rod pin bushings. Due to other internal
pressure drops, the pressure will slowly decrease to the far-
thest lube point within the system. The part that receives the
least amount of lube oil pressure will be the rocker arm bush-
ing, because it is the farthest point from the main lube oil
supply manifold or header. In the event of loss of lube oil
pressure, the point farthest away from the supply will often be
affected first. Heavily loaded parts, at the time of failure,
however, normally have the greatest amount of damage. In com-
parison, the rocker arm bushing is not a heavily loaded item
when compared to the connecting rod bearing, the connecting rod
bushing or the pin bushing. For these heavily loaded parts the
oil supply is more critical.
Figure 2, the Longitudinal Cross-Section of the 8G825
Engine indicates the gear off the crankshaft that drives the
Lube Oil Pump. With the cross-section, the oil circulation can
be followed from the engine main bearings, through rifle
FIGURE 2
8G825
5
drilled passages in the crankshaft to provide lubrication tc
the connecting rod bearing all the way up to the pin, and t ~ ~
top of the piston. The pistons have a "cocktail shaker" COl .ng
system. The top of the piston on the 825 series engines has
gravity flow back to the crankcase. In operation the piston
will shake the oil in the top of this cavity and thereby pro-
vides cooling of the crown, which is the hottest part due to
combustion.
The cross-section indicates the location of the camshaft
bushings which are pressure lubricated, and a cut-away of a
cylinder head with the power valves and stems shows lubrication
under the splash-fed system.
Figure 3, an 8GT825 Cross-Section, indicates that this
engine is the same basic design as the in-line naturally aspi-
rated 8G825 engine with the exception that it is turbocharged.
Figure 4 is the Cross-Section of a V825. Internal oil circu-
lation of these engines are basically the same with one excep-
tion. The turbocharger is supplied oil through an external line
from the engine lube oil header. It is normally 3/8" tubing and
due to restriction to flow the turbo will always have less oil
pressure than the engine lube oil header.
j
}
I
I
j
\
' ~
'---------------------
FIGURE 3
8GT825
6
I
wo.TER "'--ET MMK1X.D
FIGURE 4
V 825
The turbochargers on Superior engines require 30 psi oil
pressure. Due to the design of the Superior Engine and the lube
oil system, it is impossible to reach this pressure. The lube
oil to the turbo is normally around 20 to 25 psi, which is
slightly less than recommended, but past experience has shown
that no major failures have occurred due to this lower than
design oil pressure.
Figure 5 indicates a typical cut-away of an Engine

Connecting Rod and Power Piston. This figure gives more detail
of the connecting rod bearings and the center grooving of the
bearing, whereby the main oil supply comes into the connecting
rod through the crankshaft from the main bearing. Also note,
how the connecting rod is rifle drilled so the oil flows
directly up into the center of the hollow piston pin and from
the hollow piston pin oil flows through drilled passages in the
pin, to provide lubrication to the pin bushing. The end of the
pin is drilled to provide lubrication to an internal drilled
passage in the piston to the top of the piston crown and gravi-
ty flows through the piston below the pin to the crankcase or
sump .
7
FIGURE 5
PISTON &CONNECTING ROD
EXTERNAL CIRCULATION
Figure 6 is a diagram of the External Engine Lube Oil
Circulating system.
The flow of oil is through a strainer to a positive dis-
placement gear-type pump. Excess oil is then by-passed back to
the sump through a Lube Oil Pressure Regulatini Valve which
senses lube oil header pressure and compensates for both fixed
and variable system pressure drops. The oil then goes to a
thermostatic valve, which by-passes the lube oil cooler when
the oil is cold, and directs it into the cooler when the oil
comes up to temperature. From the cooler the oil is directed to
a bank of individual filters and then directly to engine lube
oil manifold or header.
It is important to note that the system shown in Figure 6
is of a late design. Some of the earlier Superior Engines had
the flow of oil going from the pumps, to the filters, then from
the filters to the cooler, and from the cooler to the lube oil
header. The concept in today's design, is to go through the
cooler first and the filter second. Filters need to be located
as close to the lube oil headers as possible to minimize the
possibility of foreign particles entering the engine and compo-
nents, such as the turbocharger. Lube oil System Retro-fit Kits
are available to convert existing oil design units to today's
standard.
~ - - ~ V E N T
40 PSI
LUBE OIL FILTERS
ENGINE LUBE OIL HEADER
LUBE OIL COOLER
~ 15 PSI
~
I
I
I I
Z I
L_-Q-J
PRE & POST LUBE
h
FIGURE 6
LUBRICATION SYSTEM
The following discussion describes each component of the
Lube Oil System in detail.
Strainer: Oil is pulled from the engine lube oil sump
through a suction strainer. All medium speed and high speed
engines have suction strainers upstream of the engine lube oil
pump. One purpose of the strainer is to protect the system from
being clogged with large items which may be left in the sump
after assembly. The second purpose of the strainer is to elimi-
nate air from getting into the system or to eliminate a vortex,
whereby air can be pulled into the engine by the lube oil pump.
It is important to note the position of the strainers before
removing from the engines, so they can be re-assembled in the
same orientation. Some strainers have a solid sheet metal cover
on top with a wire mesh screen at the bottom. This type of
design prevents air from getting entrained in the lube oil
system.
9
Pump: The Lube Oil Pump is gear or chain driven off th.
crankshaft; it is a positive displacement gear type pump. Tr-
maintenance of the Lube Oil Pump is minimum because it is s
lubricated. There are four bronze bushings on the pump shafts
which should be checked periodically and at major overhauls. An
important item to remember, upon dis-assembly of the pump, is
the capacity will vary depending on end clearance. The more end
clearance, the less efficient the pump; therefore, it is impor-
tant to maintain design end clearance to assure required capac-
ity. Also, of major importance is the setting of the back lash
between the crankshaft gear and lube oil pump drive gear.
Pressure Regulator: The system pressure is controlled by
a lube oil pressure regulator, dual-point valve. The valve pro-
vides pressure relief to protect system components against
over-pressure during cold starts or any other system malfunc-
tion. The control signal to the valve is from the engine oil
manifold during normal operation. The valve maintains constant
pressure under varying speed and temperature conditions. Excess
oil pump capacity is automatically by-passed to the engine
sump. In addition, the valve compensates for any existing pres-
sure loss through the piping, lube oil cooler or filters.
The end plate of the lube oil pressure regulator contains
the sensing port and is tied directly to the engine oil mani-
fold. There are two operating ports and one sensing port. The
operating port feeds' oil supply internally to the back side 0
the piston which offsets the normal spring pressure. When tr
header oil supply pressure is minimum the spring tension
close the piston, restrict by-passed oil, and increase system
oil pressure. As the engine lube oil header pressure increases,
the supply pressure to the sensor increases; therefore, the
pressure on the back side piston offsets spring pres-
sure, moving the piston back to the normal operating mode.
The maintenance of this particular valve is primarily
associated with cleaning and checking on a periodic basis. The
valve should be removed, cleaned, tested, and then set. A spare
valve must be of a standard relief valve design. It must be
of the same design and have the same internal porting, because
this special designed valve requires discharging up tD the com-
plete capacity of the pump.
Thermostat Valve: Most engines have a thermostat valve.
Some of the older units, however do not. The purpose of the,
thermostat valve is to by-pass the engine lube oil cooler for
faster warm-ups. After the oil reaches in excess of approxi-
mately 120F., the valve directs oil through the engine lube
oil cooler.
011 Cooler: The shell and tube lube oil cooler
ed with large admiralty bronze tubes. Cooling water
is design-
(engine
10
.. ------------------------------
!

EXTERNAL CIRCULATION - Oil Cooler
jacket water) passes through the tubes in the opposite direc-
tion of the oil flow for maximum cooling. Usually, the shell
side is designed for 200 psi and the tube side 150 psi. Typi-
cal other design data is as follows:
OIL SIDE WATER SIDE
Temperature In - 200F
Temperature Out- 175F
Flow - 60 GPM
Pressure Drop - 9 PSI
Temperature In - 160F
Temperature Out- 162F
Flow - 375 GPM
Pressure Drop - 4.5 PSI
Note: It is of upmost importance to maintain approxi-
mately 15F differential between the oil and water temperature
in order to maintain design clearance between engine compo-
nents, such as the power piston and liner. In addition, it is
most desirable to maintain the inlet oil temperature at approx-
imately 175F and the inlet jacket water temperature at approx-
imately 160F.
Filters: The item which requires the most maintenance
within the lube oil system is the filters shown in Figure 7.
Depending on the operating conditions, filter elements must be
periodically changed to assure clean oil is supplied to the
engine bearings and other components. Typical filter design
data is as follows:
Particles
Particles
Particles
Micron
Micron
Micron
40
10
5
of
of
of
Removal
Removal
Removal
Shell Design Pressure - 150 PSI
Maximum Element Differential Pressure - 110 PSI
Normal Filter Differential Pressure - 3 PSI @ 20 GPM
& 180F Oil
Micron Rating 100 %
95 %
65 %
The lube oil filter elements for Superior Engines are a
sock type. The oil enters the filter can from the side, circu-
lates around the element, and passes through the element to the
center tube and out the bottom. A retaining plate at the top of
the filter forces the filter down into the can to obtain a pos-
itive seal, top and bottom.
\ .
Internal by-pass fllters are not recommended and should be
converted with kits which are available at nominal costs.
Filters, with internal by-passes, incorporate a relief valve as
a part of the upper retainer plate. When the lube oil differen-
tial pressure across this element exceeds 25 psi, the spring
loaded internal relief valves open, the oil will by-pass into
the top of the canister and down the center tube to the engine.
The reason for changing from an internal by-pass filter to a
non-internal by-pass filter is to eliminate a major source of
dirt and sludge contaminatiorl of the lube oil .
11
--
i
. ~
EXTERNAL CIRCULATION - Filters
"'" ,.-
-
=
~
j'i
""'-
~
/ ~ "-
i
I
I
I-
1/
'-lr-".
ooe'flJl=. 1m!
FIGURE 7
OIL FILTER
Normal oil flow enters the side of the can, circulates
around the element, then passes through the element to the ~ n
ter of the tube. When the oil is cold and internal by-pass _5
incorporated within the filter, the by-pass valves open and the
direction of flow of the lube oil is disrupted. Oil flows up
the side of the filter, taking with it all the particles previ-
ously removed, and then through the reiief valves and down the
center tube to the engine. Units using this type of filter tend
to have excessive bearing and bushing deterioration and fail-
ure.
It is not recommended that existing engines be converted
to a non-bypass filtering system unless other unit protection
devices be added. Up stream of the lube oil filters, on the
latest designed system, is an external by-pass relief valve,
set at 80 psi, which provides oil to the engine during cold
starts through a 200 mesh strainer. Proper inner tube design
capable of withstanding this high differential pressure is
essential to prevent an element collapse that can contribute tc
a major bearing failure.
Anytime an engine is down, lube oil will gravity flow dowl
the center tubes in the filters, out the lube oil header into
the main bearings and back to the crankcase_ Air pockets are i
the system_ The only way air can be removed from the filters
EXTERNAL CIRCULATION - Filters
is to manually vent each filter, or install a constant vent
line as indicated on the diagram. The vent line does not have
to be large. A continuously flowing, automatic vent system can
be established with an orifice fitting in top of each can and
connecting the filters together to a common header back to the
crankcase.
It is of major importance during the change of filter ele-
ments, that the quality of the oil being removed is noted and
that the sludge and foreign particles on the sides of the ele-
ments be inspected. By inspecting elements, bearing babbitt and
other wear particles of the engine can be detected.
The time between element changes is directly related to an
experience factor for a particular application. Elements should
be changed when the differential pressure across the filter is
approximately 12 psi. In addition, when a unit is received in
the field from a packager, all the filter elements should be
changed. After the unit is operated for approximately 400
hours, the elements should again be changed, no matter what the
differential pressure indicates. Then from that point in time,
filter elements should be changed about every 1,000 hours or
every two months. The important thing to watch, after a unit is
in operation, is the pressure drop across the filters for a
particular application and the filter elements for identifiable
foreign particles once the filters are removed.
Filtration is the process of removing suspended solids
from a liquid by forcing it through a porous mass such as a
filter element or the filter medium. For gas engine lube oil
the filtration purpose is as follows:
1. To remove dirt particles (25-40 microns) which are
large enough to bridge the oil film in bearings and
cause rapid wear rates or possible bearing failure.
2. To remove dirt particles (5-25 microns) that would not
necessarily damage bearing but could accelerate the
wear rates of more closely fitted parts such as rings
and liners or pump gears.
3. To remove very fine carbon soot particles which are
most always present in 4-cycle engines and if not
removed could cause a gradual increase in oil viscosity
and a relatively short oil life.
The sock type filter element will provide longer life
because of a larger pore volume and greater dirt storage
13
I
Ii
FILTRATION
potential. Pores only fill partially until the pressure drop c
differential pressure across the filters reaches a level of
approximately (12) PSI which then require changing the filter
elements. The pressure drop should increase gradually during
normal operation.
The objectives of good filters are to reduce engine parts
wear, maintain clean oil, be safe under all normal operating
conditions and operate at a reasonable cost.
Standby Heaters: Standby oil heaters are installed on
engines to permit ease of starting. Heaters, also, bring the
oil up to a minimum temperature for engines exposed to extreme
cold ambient conditions or engines required to assume heavy
loading immediately after start-up.
Normally, engine crankcase heaters are utilized to simply
circulate the lube oil through the lube oil cooler with a pre-
post lube oil pump. A combination of both coolant and lube oil
standby pumps can be used; oil or coolant piping can be heat
taped, also.
When lube oil electric heaters are used in the crankcase
it is a necessity to assure proper circulation of the oil over
the high watt density elements. Failure to circulate the oil
will result in localized cooking of the oil and may cause de
terioration of the lubricant and/or a hazardous atmosphere
the crankcase.
Thermostatic controls should be installed to assure both
minimum temperature and protection for over heating the lube
oil.
Monitoring & Shutdown Devices: The necessity of unit pro-
tection, by monitoring temperatures and pressures and the need
of alarms and shutdowns, can not be overlooked. Located up
stream of the cooler is a temperature indicator. This device
monitors the lube oil temperature out of the engine. Down
stream from the lube oil cooler is another temperature indica-
tor, which indicates lube oil temperature into the engine. For
unit protection the lube oil system should always have a pres-
sure indicator and shutdown device on the lube oil header. This
device monitors the oil pressure going to the engine and with
any interruption of the pressure, the unit should shutdown. The
shutdown device normally activates at a minimum of 15 psi.
Normal pressure at the engine lube oil header is 30 to 40 psi.
Based on the normal pressure it is recommended that the shut-
down pressure be set at 20 psi.
PRE & POST LUBRICATION
When a running engine is shutdown, oil immediately starts
to drain from the engine oil supply system through all it's
bearing clearances. While this rate of drainage is dependent on
many factors, such as bearing clearance, oil temperature and
viscosity, etc., it is possible for all running bearings to
become quite dry of lubricant. If an engine has been shutdown
for a considerable period of time, many portions of the supply
system become filled with air rather than oil.
When the engine is re-started, under the above conditions,
a small but still definite period of time will elapse before
the engine oil pump will force all the air from the supply sys-
tem and properly supply lubricant to all of the engine bear-
ings. During this time period, even though the engine might be
operated under no-load conditions, the lack of lubrication will
result in high rate of bearing wear. For these reasons it is
recommended that engines have some provision for pre-lubrica-
tion at startup. Operation of the pre-lube pump should be con-
tinued for a time sufficient to force all air from the system
and to provide lubricant to each and every engine bearing.
In the case of automatic started equipment, where engines
may be called on to assume load immediately after receipt of a
signal from a remote point, such pre-starting lubrication is
not possible, and some other means must be provided to ensure
proper bearing lubrication to minimize the possibility of high
initial bearing wear. Since a time factor is involved in the
problem, it is recommended that a similar time factor be
involved in the solution. Periodic cyclic operation of a motor
or expansion driven pre-lube pump should be used to maintain a
sufficiently filled system and, also, sufficient bearing sur-
face oil film to minimize bearing wear during the time neces-
sary for the engine pump to pick up oil and supply it to all
the engine bearings. Pre-lube operation of five minutes dura-
tion, at approximate four hour intervals, will meet these con-
ditions satisfactorily, and it has been standard practice to
recommend the installation of this type of system.
The pre-lube pump is normally connected in parallel with
the engine driven lubricating oil pump, and a check valve is
installed in its discharge line to prevent any possibility of
backflow through the pre-lube pump during engine operation. The
pre-lube pump itself is provided with a built-in bypass relief
valve normally set at 50 psig, to eliminate any possibility of
over-loading its driver; the driver is normally sized to ade-
quately power the pump when operating with cold oil at its nor-
mal relief valve setting. When installed in this manner, opera-
tion of the pre-lube pump automatically forces all trapped air
from the engine supply system and provides a lubricating film
for each and every engine bearing.
15
PRE & POST LUBRICATION
If there is some doubt associated with the necessity of
pre-lube system, the next time an engine is started, watch l
lube oil pressure gauge. Verify the amount of time it take he
lube oil system to come up to 35 psi at the header. It is 0uvi-
ous that during this period of time, there are bearings and
bushings within the engine that are operating without lubrica-
tion.
Pre & post-lube oil pumps are a necessity on turbocharged
engines, since exhaust gases immediately start turning the
turbo at high speeds and the bearings will be loaded without
lubrication. without pre & post-lubrication to turbocharger
bearings, a shortened bearing life and possibly a major failure
will result.
CRANKCASE BREATHER
All engines, regardless of manufacture, have some type of
crankcase breather system. Most are vented to atmosphere. The
Superior engine has the crankcase breather assembly mounted on
the cylinder block itself. This breather assembly contains a
wire mesh screen strainer. The purpose of the strainer is to
remove liquid during operation. The crankcase breather assembly
is piped upstream of the turbocharger, or up stream of the car-
buretor on natural aspirated engines. During operation of the
engine the intake vacuum will pull the fumes from the crank-
case. The volume of air and oil fumes that are taken from th(
crankcase can be adjusted by setting an orifice valve on th
r
downstream side of the breather along with a water manomete
located on the crankcase, which measures crankcase pressure.
The crankcase breather system on Superior Engines is
intended to maintain a vacuum at all times. The amount of vacu-
um that is recommended is zero to .5 inches water column.
The advantage of the crankcase vacuum system is:
(1) It helps prevent lube oil leaks;
(2) It helps detect problems within the engine.
Anytime blow-by around the piston rings and liner is expe-
rienced, the crankcase will immediately change from a vacuum to
a positive pressure. This change in pressure indicates a prob-
lem that can eventually lead to a major failure. Some customers
even install crankcase pressure shutdowns capable of sensing
inches of water column positive pressure. It is mandatory that
each crankcase have a manometer so as to set the vacuum proper-
ly. Vacuum settings in excess of .5 inch of water could lead to
increased oil consumption.
16
I
CRANKCASE BREATHER
The disadvantages associated with this type of crankcase
breather system is that a certain amount of oil is removed and
directed into the engine air intake system. On a turbocharged
engine this oil mist will accumulate or collect on the
impeller. Any dirt or foreign particles that are brought
through the air cleaner system will have a tendency to collect
on the turbo impeller: this has a tendency to create an unbal-
anced rotor assembly resulting in bearing failures. Another
disadvantage with this type of system, as opposed to a system
which maintains a positive crankcase pressure, is that a nega-
tive crankcase pressure tends to increase the severity of
crankcase explosions. During a crankcase explosion, it is not
the first initial explosion that really causes the damage. It
is the second explosion, which results from sucking in a charge
of air into an explosive mixture that is the most severe.
Figure 2 indicates the crankcase breather assembly loca-
tion on top of the cylinder block, on the flywheel end of the
engine. When units are located outside and subject to cold
ambient temperatures, the condensate which is normally con-
tained in the system will freeze. When freezing occurs it will
result in the crankcase changing to a positive pressure. This
can be prevented by insulating the line, circulating warm jack-
et water around the housing and/or around the I-inch connecting
line \0 the air intake. Positive crankcase pressure can also be
detected by excessive oil leaks around labyrinth seals of the
crankshaft.
OIL CONSUMPTION
When discussing lube oil consumption it has been experi-
enced that some customers refer to lube oil consumption in gal-
lons per day. The correct units for lube oil consumption is
brake horsepower hours per gallon (BHP Hrs./Gal.) The follow-
ing formula indicates the correct method of calculating oil
consumption.
BHP Hrs /Gal = BHP @Rated Speed x 24 Hrs./Day
Lube all Consumptlon/24 Hours
Note: When calculating lubricating oil consumption always
use the full speed-full load rating of the engine.
EXAMPLE #1 Model GT825
BHP/Gal =
8 Cylinders rated at 1000 brake horsepower @ 900 rpm.
Amount of lube oil consumed - 2.5 gallons/day.
1000 BHP x 24 Hrs. per Day
2.5 Gallons per Day
bn
BHP/Gal. - 9600
17
OIL CONSUMPTION
EXAMPLE # 2 Model l6GT825
Rated at 2200 BHP @ 900 rpm.
Amount of lube oil consumed - 5 gallons/day.
2200 BHP x 24 Hrs. per Day
BHP/Gal =
5 Gallons per Day
BHP/Gal. = 10,560
The basic problem associated with oil consumption, is the
fact that most people think that the larger the number the more
oil that is consumed in a given period. But when expressed cor-
rectly, the opposite is the case. In the above examples, a 1000
horsepower engine operating 24 hours a day has an oil consump-
tion of 9600 BHP-Hrs./Gal. As a rule of thumb, consumption
readings of less than 8500 brake horsepower hours per gallon
would be of concern and associated with excessive consumption
for Superior engines.
OIL SPECIFICATIONS
The selection of a lubricant must first be matched with
the application. Engine design, fuels and operating conditions
each have a significant effect on oil performance. When dis-
cussing lube oil specifications it is a must to first identify
the type of engine. The reason being that oil specificationc
are not as critical on most naturally aspirated engines as
is on turbocharged engines. The minimum qualities of an en Ie
lubricant is as follows:
1. viscosity at 210
0
F. S.U.S. 70-85, 100% solvent refined
base stock, SAE 40 weight. Viscosity is the most impor-
tant single property of a lube oil and is the measure
of the internal friction of a lubricant or its resis-
tance to flow. The higher the operating temperature the
lower the oil viscosity resulting in less oil film
thickness.
2. The lubricant must contain adequate rust and corrosion
inhibitors which are not detrimental to lead base bab-
bitts or copper lead bearing alloys.
3. The lubricant must contain an appropriate antioxidant
for best oil life and an anti foaming agent to control
air entrainment which produces foam.
4. An effective E.P. (extreme pressure) additive must be
employed to prevent scuffing and wear of highly loaded
parts. The E.P. additive forms a metallic salt film
that acts as a solid lubricant on metal to metal con-
tact surfaces .
J
..'-----------------------
I
OIL SPECIFICATIONS
5. A balanced detergent - dispersant package is required
for engine cleanliness. The oil must minimize ring
sticking, varnish on pistons, liners and valve stems,
hard combustion chamber deposits and crankcase sludge.
The detergent package prevents deposit formations at
high temperatures and the dispersant package prevents
deposit formations at low temperatures.
6. A sulphated ash content of .5% to 1% is preferred. The
barium and calcium additives appear to give lower lube
oil consumption rates, lower liner and ring wear rates,
and increased valve life. Deposit formations could
appear in the combustion chamber and turbo nozzle ring
when over 1% sulphated ash content is used which could
induce detonation or preignition. Wear rates could
increase when using less than .5% sulphated ash con-
tent.
7. The lubricant must be resistant to nitration.
8. The TBN (Total Base Number) by ASTM D-664 should be 2.0
as a minimum for use with sulphur free fuel. A TBN of
6-12 is recommended if the fuel has any sulphur con-
tent. The TBN is an alkaline oil additive to neutralize
acids before it can cause corrosive wear in the engine.
The TBN also reflects the useful reserve alkalinity of
lube oil.
Most original engine manufacturers today are publishing a
specific list of approved lube oils. It is recommended that
oils used in Superior engines be either on the approved list or
proven through years of trouble free operation.
OIL ANALYSIS
The recommended lube oil change period for Superior
engines is every 1,000 hours. The only way this recommended
period can be extended is through a lube oil analysis program.
The major advantage of such a program is that it can extend the
intervals between oil changes.
Obviously, another reason for the lube oil analysis pro-
gram is to detect different wear rates within the engine as
well as other contaminations such as ethylene glycol. For exam-
ple, iron will indicate piston and/or liner wear; copper and
brass would be associated with bearing and bushing wear; sili-
cone associated with air inlet problems; high acid or low PH
IS related to water problems, etc.
Oil analysis is a maintenance tool which should not be
overlooked. Of major importance is to become associated with a
reputable oil analysis firm and log the rate of change of all
contaminates .
19
, !
t
I
I
\
OIL CONTAMINATION
All engines have the susceptibility to become contamin<Q
with ethylene glycol, either due to leaking of gaskets or
through major failures. Ethylene glycol contamination in s n . _ ~ l
amounts of 1 % can seriously damage engine parts. After contam-
ination, a sludge forms throughout the engine; liners become
glazed; rings stick and tri-metal bearings can be severely
damaged.
The lube oil should first be tested to determine the
degree of contamination. A flushing procedure using butyl
cellosolve is recommended to remove the ethylene glycol contam-
ination. The type of flushing procedure that is recommended is
strictly a function of the degree of contamination.
It is not recommended that medium speed engines be run
during the flushing process to remove ethylene glycol from the
lube oil. This practice is sometimes used with smaller bore
engines, but since the flash point of butyl cellosolve is
approximately 155p, serious damage can occur in large bore
engines due to high operating temperatures resulting in a fire.
For contaminations below 5% the recommended procedure
would be to drain all the lube oil and install new filters. To
flush the system, use a pre-lube pump or motor driven pump
sized to pressurize'the entire system to approximately 20 psi.
A valve should be installed between the main lube-oil heade'
and turbocharger to obtain a pressure to the turbocharger 0'
approximately 3 pounds. Then, by using a mixture of 50% b ~ 1
cellosolve and 50% ten weight engine oil, flush the system at a
temperature between 70 and 150
o
P. Plush for approximately 1/2
hour, barring the engine over slowly to allow fluid to work
into all the moving parts. Sparingly, spray the liner walls
through injector nozzles or spark plug holes with the flushing
fluid, and flush the inner crankcase, chain drive areas,
camshaft, rocker arm areas, etc. The system should be complete-
ly drained, and the filters changed; the same flushing process
repeated on all items with 60% ten-weight oil and 40% kerosene.
The entire system should then be drained, the filters changed,
and all main and rod bearings and crankshaft checked.
For contamination in excess of 5%, all liners should be
honed and washed thoroughly with butyl cellosolve followed by a
kerosene rinse. It is then necessary to almost completely dis-
assemble the engine by removing power pistons, piston rings,
main bearings, turbocharger bearings, rod bearings, all power
valve parts, push rods, camshaft followers and rocker arm
assemblies and by washing and rinsing the same as the liners,
Major items such as oil filters, oil coolers, strainers, etc.,
OIL CONTAMINATION
should be cleaned in the same manner. After assembly the lube
oil system should be flushed using the procedure described for
contamination below 5%. After running for approximately two
hours, it is recommended that at least two main bearings and
two rod bearings be removed to check and make sure that they
are operating satisfactorily. If the bearings check out okay,
the engine is ready for continued operation.
SYSTEM MAINTENANCE
Maintenance of the lube oil system is required to supply
the engine parts with a good, clean, quality oil at all times.
When discussing oil systems, leaks are a common concern to
most mechanics and operators. Leaks must be minimized because
it affects the operation of the unit and affects the attitudes
of the people working on and around the unit. Historically,
engines with oil leaks tend to receive no attention, are gener-
ally poorly maintained, and have below average online avail-
ability.
COOLING SYSTEM
GENERAL
Closed cooling systems are recommended for cooling the
jacket water of engines. In this type of system the coolant is
continuously re-circulated through the engine water jackets
where heat is picked up, then directed to an external cooling
system (radiator) where the heat is dissipated, and subsequent-
ly goes back to the engine jackets. Open cooling systems,
involving continuous water make-up at the engine water inlet,
or a dumping process using engine outlet water, are NOT recom-
mended.
The conventional cooling system is a liquid type, where
the entire engine jacket portion of the system is completely
filled at all times during engine operation. System design and
maintenance must be such that there is no possibility of
entrained air entering the engine water jackets.
COOLANT
Water or a water-and-antifreeze mixture is most commonly
used for engine jacket coolant, although other liquid coolant
solutions of equal capability are currently available. If water
is used, it should be clean and soft, and it must be treated
with suitable inhibitors to minimize the possibility of scale
and/or rust formation in the system. Commercial anti-freezes
and pre-mixed coolants normally contain such inhibitors.
21
COOLANT
Make-up coolant, for replacement of system evaporation or lr
age losses, should be similarly treated. A regular prog'ram
should be set up for checking of coolant inhibitor content and
for replacement in order to maintain the strength required for
proper system protection.
The coolant must (1) provide adequate cooling to the
engine which is a function of the coolant's specific heat; (2)
protect against freezing; (3) give adequate boiling protec-
tion; and (4) provide corrosion protection. Water, even though
it is an excellent coolant medium, has a high freezing point
(32F) and a low boiling point (212F).
The freezing point
freeze coolants is OaF.
diluted with water does
for pure ethylene glycol based anti-
It is only when ethylene glycol is
it offer freezing protection below OaF.
As the percent by volume of ethylene glycol is diluted
from 100% to 60% the freezing point drops from OaF to -60F. As
the percent is diluted further the freezing point decreases to
+32F in approximately a straight line relationship. The recom-
mended coolant concentration for engines is not less than 33%
ethylene glycol and .not more than 60%.
The boiling point is also affected by coolant concentra-
tion. The greater the coolant concentration, the higher the
boiling point. As the system is pressurized, the boiling po'
is also increased. With every pound of system pressure
increase, the boiling point is raised approximately 2.5F. The
boiling point for pure ethylene glycol is 265F and is reduced
to 212F as the solution is diluted with water.
Corrosion protection inhibitors is a must in many parts of
the USA due to the poor quality of the water. Corrosion build-
up impairs heat transfer. A 1/16-inch build-up of corrosion
scale on a cast iron part one-inch thick will result in a
change of heat transfer capabilities equal to a 4.25 inch thick
cast iron part. Corrosion inhibitors must be compatible with
the coolant and balanced within the system. Inhibitors prevent
corrosion by forming a film on parts, acting as ion scavengers
or absorbing acids in the system.
Always select a reliable water treatment specialist with
experience in treating similar engine water systems and advise
the representative the details of the engine water system that
is to be treated. Some of the details that should be discussed
are:
1. Affected metals in the system.
2. Operating temperatures.
3. Source and quality of water.
22
COOLANT
4. Type of system. (closed, open, combination) open sys-
tems are not recommended for Superior engines and com-
pressors.
5. Amount of make-up water required.
6. When unit was installed.
7. Any previous water treatment used.
8. Any prior problems with corrosion or scaling.
9. Engine model, RPM and BHP and type or operation. (con-
tinuous or standby duty)
Upon completion of reviewing this data the water treatment
company will make their recommendations and should include the
following:
I. Any required cleaning of the system and how it should
be done.
2. Any required pretreatment if the quality of the water
is questionable.
3. The type of water treatment to be used and to what
level it should be maintained.
4. The control limits of the level of water treatment and,
if required, ph, hardness, total dissolved solids,
alkalinity, chlorides, sulphates, silica, etc. that
must be held in the treated water.
5. The frequency of tests for level of water treatment and
when water samples should be taken and analyzed.
6. What corrective actions are to be taken when the con-
trol limits are exceeded.
Coolant analysis programs vary according to particular
needs of the user and type of engine. Any good analysis program
should begin with the analysis of the water used to dilute the
ethylene glycol. The water used as a dilutant should not have a
hardness in excess of 170 ppm or softer than 10 ppm in chloride
content. Pre-diluted coolants are available for use with de-
ionized water when the normal water supply is found to be
unsatisfactory. Coolant samples are normally tested for ph,
reserve for alkalinity and the freezing point. Normal ph range
is not less than 7.5 and not greater than 10.5 and reserved for
alkalinity between 4 and 14 mI.
Figure 1 is a cross-section of an 8G825 Superior engine.
Water enters the engine through the water or coolant manifold
located on the exhaust side of the cylinder block. From the
header water circulates around the power cylinder liner. The
cylinder block is designed so water passages are communitive on
a longitudinal basis from one liner area to another. From the
cylinder liner, the water flows upward to a water jumper which
provides coolant to the power cylinder head. The water then
23
, .
,
I
i
I
>
,
passes through the head and out the exhaust manifold. On late
style engines the water enters the exhaust manifold through
passages around the exhaust manifold elbows. On old style
engines, a water jumper is used between the head and exhaust
manifold. From the exhaust manifold the water flows directly
into the thermostat valve located on top of the exhaust mani-
fold.
The turbocharger is also water cooled from the engine
jacket water system. Water enters the turbocharger through a
bottom connection in the intermediate housing, cools both the
impeller and turbine discharge shroud areas and discharges at a
top water outlet connection. The turbocharger coolant is then
piped directly to the thermostat valve.
Figure 8 is a diagram of the external circulation of the
Engine Cooling System. Most engines have an engine driven cen-
trifugal water pump. The first item down stream of the pump is
the engine lube oil cooler. From the engine lube oil cooler the
water flows into a common water header located on the engine
cylinder block. From the engine water header the water circu-
lates through the engine and on the down stream side of the
engine the water flbws to a thermostat control valve. Another
major component of the system includes a water expansion or
make-up tank located above the engine or above the radiator.
The make-up line is connected back to the suction side of t
pump through a I-inch minimum diameter pipe. From the thermu-
stat valve the water flows to tpe heat exchanger and then to
the pump suction.
ENGINE MOUNTED
.-- - ----- - --,
I I
I I
I I
I I
I I
'1 155f 35PSI I
1 LUBE OIL COOLER
L -!
FIGURE 8
COOLANT SYSTEM
Intercoolers: Turbocharged engines are normally equipped
with combustion air intercoolers which permit packing greater
weights of air into the cylinders and also provide a certain
amount of internal cylinder cooling. Intercoolers are cooled
by a separate cooling system, independent of the engine jacket
system, in order to provide combustion air at the optimum
temperature. Engine jacket coolant may occasionally be used,
however, under favorable installation and operating conditions.
Modern units are equipped with a thermostatic by-pass of
the intercooler water to provide a minimum inlet air manifold
temperature of 110 to 115F. The intent of the thermostatic
control valve is to achieve a more stable air-fuel mixture
under varying operating conditions. Specifically, this will
prevent mis-firing of turbocharged engines under light load or
under cold ambient conditions.
Jacket Water Pump: The jacket water pump as shown in Fig-
ure 9 is normally mounted on the engine and belt driven from
the engine crankshaft; although on occasion, particularly for
larger size engines, it may be separately mounted and indepen-
dently motor driven. Mechanical shaft seal construction is pre-
ferred over packing type sealing for minimum leakage and over-
all maintenance simplicity. The pump is normally of a centrifu-
gal type and must be sized to provide the flow necessary for an
IDLER
SHAFT
SNAP RING
V-BELTS
PRE-LUBRICATED
BALL BEARINGS
IDLER
SHEAVE

WATER

DRAIN
MECHANICAL WATER PUMP
SEAL HAFT
IDLER
ADJUSTING
SCREW
FIGURE 9
WATER PUMP
25

i
[
I--
I -
1--
I
11
i \
I!
EXTERNAL CIRCULATION - Jacket Water Pump
approximate 15F maximum temperature rise across the engine
water jackets at maximum operating loading, and to develop
pressure necessary for forcing this flow rate through the s-
tem at a designed velocity.
The engine water pump requires more maintenance than the
previously discussed lube oil pump. Even though complete
water pump repair kits are available, a spare water pump
is recommended. The major items which require maintenance are
the bearings and mechanical seal. The life of the bearings is
affected primarily by improper belt tension. Too much tension
will cause premature bearing failures.
Thermostat Valve: A thermostatic valve serves to bring the
engine jacket coolant to proper temperature more rapidly for
best overall operation upon start-up, and to maintain this tem-
perature during subsequent operation. Full-flow by-pass type
thermostats, which restrict coolant flow to the external cool-
ing system and direct the flow back to the pump inlet during
warm-up or other less than maximum cooling requirements, must
be used to provide positive circulation through the engine
jackets at all times. Thermostat assemblies are normally enginE
mounted and set at 165F. By-pass piping is also provided on
engines that are equipped with built-in water pumps; however,
they may be line mounted in the external coolant piping, as or
engines with motor driven coolant pumps. Thermostat assembl
are built with internal temperature-sensitive impregnated ..
power elements of fixed temperature range and with extern
vapor-pressure operated diaphragm type adjustable temperature
power elements. The internal impregnated wax element type is
normally preferred since it is of more rugged is
relatively insensitive to line pressure and its temperature
setting is not readily subject to tampering. While the
popular vapor-pressure diaphragm type unit may be serviced
without line drainage for power element replacement, the possi
bility of temperature setting tampering and delicate capillary
tube damage have generally limited its current usage to only
special applications, where it is desired to regulate coolant
flow at some point remote from the temperature sensing point.
Some customers permanently remove the thermostat elements
This is not a correct procedure since the removal of the ther-
mostatswill affect the pressure design of the water cooling
system. The thermostat elements are orifices to the system and
if removed will increase the velocity and reduce the pressure
of the water flowing through the system. The system is designe
for a specific velocity-pressure, which enables the water to
remove heat from internal components. Such design changes
reduce the primary objective of the cooling water system.
Radiator: The jacket water heat exchanger (radiator)
serves to externally dissipate the heat picked up by the
coolant in flowing through the engine jackets. It may be mount-
ed close to the engine, on an extension of the engine support
skid or foundation block, or at some remote point that may seem
more advantageous for a particular installation.
It may be either the liquid-to-air (radiator) type or liq-
uid-to-liquid type. The engine coolant side should be sized to
handle the full flow of the jacket coolant pump with a reason-
able drop. Sufficient heat exchanger surface must be provided
to dissipate all engine generated coolant heat under maximum
operating load conditions, with due consideration to the type
of coolant used in the engine and to external liquid coolant or
maximum ambient air conditions. Consideration should also be
given to possible fouling of the heat exchange surfaces with
the passage of time and to the cleanability of the surfaces
when fouling does occur.
Unfortunately, most radiators are sized and designed for
an average ambient temperature of approximately 80F. Extreme
variations in ambient temperature changes the radiator's abili-
ty to properly cool the jacket water in mid-summer at southern
locations. The ambient temperature can reach as high as 105 to
110F. This will obviously affect the engine's cooling because
the water temperature into the engine will be significantly
increased as well as the water coming out of the engine.
Expansion Tank: A provision must be made to permit expan-
sion of the system coolant liquid without loss, as its tempera-
ture increases and to prevent drawing air into the system as
the liquid contracts upon decreasing temperature. Provision
must also be made for make-up of any system liquid loss due to
leakage and/or evaporation. A positive suction head pressure
for the coolant pump through a minimum sized make-up line is
also required. These functions are served through use of a
coolant expansion or surge tank. The tank should be sized to at
least twice and preferably three times the thermal expansion of
all the coolant in the entire system as its temperature is
raised from the minimum possible installed condition to the
installation boiling point in order to permit expansion without
coolant loss and for reasonable intervals between make-up
additions. The tank is normally open or vented to operate at
atmospheric pressure. It should be fitted with a sight glass
or liquid level gauge to permit ready observation of the amount
of coolant in the tank at all times. If a cooling radiator
lS mounted adjacent to the engine and piping can be arranged
to run continuously upward from the engine water outlet to the
radiator top tank, this tank may be made sufficiently large to
also serve as the expansion tank. For liquid heat exchanger or
remote radiator cooled installations, a separate expansion tank
27
EXTERNAL CIRCULATION - Expansion Tank
should be mounted at an elevation at least two feet above th
highest point of any other cooling system component.
Coolant System Piping: Coolant piping should be run in the
most direct possible manner between the engine and the external
heat exchanger. Pipe sizing should be at least equal to engine
connections for normal installations and even larger if the
distance between the engine and heat exchanger is appreciable.
Welded piping with long radius elbows is preferable to threaded
piping to minimize flow resistance and also to minimize leakage
possibilities. Consideration should be given to providing flex-
ibility for thermal expansion in straight runs of any signifi-
cant length. All piping should be adequately supported to elim-
inate any possibility of loading being imposed at the engine or
heat exchanger connections. Flexible connectors must be provid-
ed if the engine is mounted on vibration isolators, or if other
installation conditions are such that relative movements may
occur between the piping and other coolant system components.
Anytime a hot engine is shutdown, the water will contract
in the cooling process, and air pockets will form within the
system. The most important single item associated with cooling
systems is proper venting. Unfortunately, many inexperienced
packagers do not vent units correctly. Without vent lines the
engine can experience air lock, which will cause a major fail-
ure.
Vent lines of 1/4-inch pipe or 3/B-inch tube size (Tt
size should be maintained for all installations since smaller
sizing will result in inadequate venting and sensitivity to
plugging, and larger sizing will result in excess coolant by-
passing the heat exchanger.) should be run from the engine
thermostat valve and heat exchanger (radiator) connection
points and from all other high points in the system piping.
Some customers even go to the extent of adding a vent to the
water pump casing. Multiple vent lines may be manifolded to a
correspondingly large pipe size of comparable total flow area.
Vents should be run with a continuous upward slope to enter the
expansion tank at the point below the tank minimum liquid
level, preferably at the bottom of the tank. A return line,
sized for a minimum flow area of three to four times the total
flow area of all individual vent lines but never less than one
inch pipe size, should be run from the bottom of the expansion
tank to the engine coolant pump inlet. Overflow and coolant
make-up connection piping should also be provided for the
expansion tank.
Valved drain connections should be provided at all low
points in the engine coolant piping system. Although normal
operating coolant make-up may be conveniently made directly
into the expansion tank, provision should also be made for
I
EXTERNAL CIRCULATION - Coolant System Piping
system filling at a low point In the return piping from the
heat exchanger to the coolant pump. This low point should be
used for initial coolant system filling or at anytime after an
appreciable amount of coolant may have been drained from the
system, in order to minimize any possibility of air locks
occurring in the vent lines.
In addition to the above minimum requirements, certain
other components are regularly installed in engine cooling sys-
tems with frequency of usage sufficient to warrant their men-
tion as follows:
Oil Cooler: Lubricating oil coolers are standard equipment
for all engines and engine jacket coolant is used as their
cooling media. The function of the cooler is to maintain a spe-
cific temperature differential between the lube oil and jacket
water. As discussed under the lube oil system, the differential
temperature between lube oil and jacket water should be 15 to
20F. If practical, it is desirable to maintain an oil inlet
temperature of 175 to 180F and a coolent inlet temperature of
155 to 165F.
Monitoring & Shutdown Devices: At least one thermometer or
other temperature indicating device should be installed in the
thermostat housing or water outlet coolent piping, to permit
reading of the maximum coolant temperature out of the engine.
In addition, a thermometer should be placed at the engine jack-
et water inlet header.
Pressure gauges are also frequently installed at various
points in an engine cooling system piping, the most common
location being immediately after the coolant pump. A typical
pump discharge pressure range would be 25 to 35 psi with the
engine at 900 rpm.
Temperature and pressure sensing devices are frequently
installed in engine coolant systems to sense abnormal operating
conditions and send an electrical or pneumatic signal to a con-
trol panel which then may sound an alarm and/or shutdown the
engine. Superior engines are equipped with a high coolant tem-
perature shutdown device set at 205F and located at the
engine jacket water outlet. Unfortunately, most temperature
shutdown devices must be submerged in a liquid to activate.
Immediately loss of flow due to a pump failure or line breakage
can result in a steam pocket being formed at the shutdown
device location resulting in a device not activating, and the
engine continuing to run until failure. To prevent such an
occurance either the coolant temperature shutdown device must
activate with both high water temperature and steam or a pres-
sure shutdown device be added to the pump discharge. Cooling
systems are also often equipped with a level shutdown device on
the expansion tank.
29
Standby Coolant Heaters: These devices are occasionally
installed in engine coolant system piping to permit easier
starting of engines exposed to extreme cold ambient conditi 3
or on engines required to assume heavy loadings immediately
after start-up. They are most frequently installed in such a
manner that thermal flow will provide the necessary coolant
circulation for maintaining engine jacket temperature, al-
though in certain installations motor driven pumps may be used
to provide such circulation. When coolant heaters are used,
thermostatic controls should also be installed to prevent pos-
sible loss of coolant by boiling. Electric heaters are prefer-
able over fired or other type heaters in view of their general-
ly simpler installation and control.
Standby Circulating Pumps: Separately mounted motor driven
pumps are occasionally installed in engine coolant systems to
provide standby circulation, and to ~ l i m i n a t e localized boiling
possibilities if engine operation is such that frequent shut-
downs may occur when the engine is operating under heavy load-
ing. They may also be used to provide circulation of coolant
through the engine jackets in conjunction with external heater
installations.
CAVITATION
One major problem-of both medium and high speed engines i ~
cavitation. Cavitation is the pitting of the cylinder liner
the outside diameter and deterioration of the cylinder bloc' at
the upper and lower liner seal areas. Normally it is most
severe at water inlet port areas of the liner and down near the
lower o-ring seal area. It may also occur at various other
points of the liner, such as, opposite the water entrance side
of the liner.
The liner inside the cylinder block is tightly held in
place at the top by the flange area due to the head stud torque
pressing the liner down into the block. The bottom part of the
liner is held rigid by the o-rings. As the engine operates, it
vibrates at its natural frequency. With a combination of the
liner vibration and the coolant, air bubbles form on the out-
side of the liner and/or cylinder block. As these air bubbles
burst, they empenge to the cast iron and actually eat the cast
iron away. Cavitation, in extreme cases, will cause small holes
to form into the i.d. of the cylinder liner which results In
coolant getting into the crankcase.
The two items available for correction are: (1) changing
the frequency of the liner vibration (cylinder block design)
and, (2) making a coolant change. Superior has recently re-
designed the cylinder block on all in-line engines. This has
changed the vibrating frequency of the liner, but the design of
existing cylinder blocks is fixed. The item that can be chane
is type of coolant and/or coolant pressure.
30
CAVITATION
In most cases cavitation can be isolated, to the water
available for coolant dilution. The successful coolant changes
to reduce and/or eliminate cavitation are as follows:
(1) Increase the static pressure on the inlet to the
centrifugal coolant pump. This can be accomplished
by raising the elevation of the expansion tank.
(2) Change the inhibitor and additive package used in
the water treatment. Adding a water soluble type
cutting oil to the coolant has solved several cavi-
tation problems. The addition of 150 ppm chromates
to the coolant has also eliminated the problem in
areas where this is permissible.
(3) Change the ethylene glycol dilutant to a demineral-
ized water.
Band-aid type fixes tend to skirt the real issue and result
in increased cavitational problems elsewhere within the engine.
The outside diameter of liners are often chromed, painted with
epoxy and even ceramic coated. Assuming the liner cavitation is
corrected by one of these methods, the next areas that will be
attacked are the upper and lower cylinder block sealing areas.
When cylinder blocks are eaten away as the result of cavita-
tion, it is not necessary in a majority of the cases, to scrape
the cylinder block. The cylinder block can be repaired in both
the upper flange area and the o-ring area by installing available
inserts, by using thin wall 4140 inserts in both the upper and
lower liner areas with 8 to 10 thousandth interference fit. Then
by machining out the flange and o-ring area, a cylinder block can
be repaired and be as good as or better than the original.
Obviously, special care must be taken in the installation of the
inserts and both areas have to be properly machined .
........
>
FIGURE 10
FOUR CYCLE
OPERATING PRINCIPLES
.""""'"
---

., ldo.usr
.... dcatolI 1l
.....
I'OW9 011 WOltJl srn.;(
....

"'........tooo-.BaIto
.... __.
.....
(a)
(.J

.... _-
,..... ..ort-.
r:-pnaIIIl".isiol(
....... ipMs
....... -,.,.,,,
......
"'""" ""'"
""""'--
td\wsl p'o6I.IC1.l

_oIW__
(.)
(dJ
31
AIR-FUEL SYSTEM
GENERAL
The next system in our discussion is the air-fuel system.
In relation to the oil and water systems previously discussed,
it is hard to decide which is the most important. If forced to
a decision, the fuel system must be considered as most impor-
tant due to the direct relationship to the combustion and per-
formance of the unit. There are two basic types of engines that
will be reviewed.
The first type of engine is the naturally aspirated model
G-825 engine, shown in Figure 1. The basic difference between
naturally aspirated engine and turbocharged engine is that tur-
bocharged engine forces the air into the cylinder under pres-
sure. The fuel is also injected into the cylinder at a higher
pressure, so the increased volume of the combination of air and
fuel results in more horsepower. In natural aspirated engines,
the air and gas is pulled into the engine by vacuum during the
intake stroke of the four cycle engine. The air and fuel gas
ratio on natural aspirated is controlled by a mixing valve or
carburetor.
The next engine type is the turbocharged model GT-825 en-
gine, shown in Figure 3. The turbocharger acts as an open im-
peller air compressor, compressing air which is discharged j
to an intercooler and then into the air intake manifold. T'
amount of air going to each cylinder is controlled by a bUe ~ r
fly which in turn is controlled by the governor. The air then
passes over a gas injection valve, is mixed and then is forced
into the power cylinder. The amount of fuel gas is also con-
trolled by the governor through a gas metering valve. Down-
stream of the gas metering valve are individual balance valves
located in each cylinder head.
4-CYCLE QPERATING PRINCIPLES
Prior to discussing the air-fuel systems in detail, it
might be helpful to review the engine operating principles.
The correct description for the type of engines under dis-
cussion is, four-stroke spark-ignition gas engine. The operat-
ing principles of this type engine dates back to the mid-1800's
and, even today, the original proposed operating principles
remain intact. Figure 10 describes the events of four strokes
of 180
0
crankshaft rotation each, or 720
0
(two revolutions) of
crankshaft rotation per cycle.
The fuel normally used for the gas engines being consider-
ed is natural gas. The fundamental equation of complete com-
bustion for this type of engine in simplified form is:
4-CYCLE OPERATING PRINCIPLES

FIGURE 11
AIR FUEL SYSTEM
NATURAL ASPIRATED ENGINE
I
1 f Q ~
_ - - - - ~
When one part of fuel/methane (CH4) is added to two parts
of oxygen (02) and ignited toward complete combustion, the con-
stituents of exhaust are one part carbon dioxide (C02) plus
two parts water vapor (H20). Since the combustion processes use
atmospheric air and not pure oxygen, approximately 7.5 parts of
nitrogen dilutes the concentration of oxygen and usually
appears in an unchanged form in the exhaust. This equation
gives us the correct amount of air for the complete conversion
of the fuel.
Since the weight of fuel (CH
4
) is 16 and the weight of air
equals 58 (Oxygen 202) + 218 (Nitrogen 7.5N2)' the relative
amounts of required air and fuel can be expressed as air-fuel
ratio:
Air-Fuel Ratio
58 + 218
16
17 lb.
lb.
air
fuel
Obviously, there are many variations of the above air-fuel
ratio, such as a lean mixture (excess oxygen) or rich mixture
(excess fuel), but in our discussion of air-fuel systems, our
goal for complete combustion of the valuable commodity natural
gas, is to set and maintain the items under our control so as
to have 17 lbs. of air (100% theoretical air) to burn each
pound of fuel. Figure 26 indicates the normal percent of theo-
retical air required for Superior gas engines.
33
NATURAL ASPIRATED ENGINES "G"
FIGURE 12
CARBURETOR
Air-Fuel Diagram G: Figure 11 shows a typical diagram i
the air-fuel of a naturally aspirated engine. The air intake ~ s
through air cleaners or air filters and the flow is through a
mixing valve or carburetor. The fuel gas admitted to the carbu-
retor is controlled by a fuel gas pressure regulating valve.
The purpose of the carburetor is to obtain t ~ proper mixture
of air and fuel in order to obtain complete combustion or the
best possible combustion performance under the variables which
are controllable. Downstream of the carburetor is a butterfly
valve which is controlled by the governor. The purpose of the
valve is to control the amount of air and fuel flowing into the
engine. The amount of air and fuel is dependent on the carbure-
tor adjustment, rpm and load. The horsepower indication on nat-
ural aspirated engines is the value of intake manifold vacuum.
Fuel Pressure: The amount of fuel pressure to the car-
buretor and to the engine is dependent on the quality of the
fuel gas. The higher the BTU content, the less fuel pressure
required to maintain the required horsepower. The lower the BTU
content, the more fuel pressure and more volume required. In
extreme circumstances, where very high BTU gas is used, it is
necessary to change pistons in order to reduce the compression
ratio. Pistons are available for Superior turbocharged and nat-
urally aspirated engines from 10:1 down to 7:1 compression
34
NATURAL ASPIRATED ENGINES "G" - Fuel Pressure
ratio. Small deviations from a normal BTU content of 1000 may
be compensated for by adjustment of the carburetor.
The amount of fuel supply pressure to the regulator on
natural aspirated engines is normally 15 to 30 psi. The fuel
gas regulator operates off of a vacuum. The greater the vacuum
in the engine manifold, the lighter the load on the engine; and
the more load you have on the engine, the more fuel required,
so the regulator opens.
The fuel gas regulating valve assembly for natural aspir-
ated engines is located between the manual shut-off valve and
the carburetor. An automatic shut-off tied to the shutdown sys-
tem is also located upstream of the carburetor. To obtain more
fuel gas pressure on the downstream side of the regulator, the
adjusting screw is turned clockwise to increase spring tension
on the upper part of the diaphragm. The bottom portion of the
diaphragm senses downstream gas pressure and strokes the valve
to maintain the required pressure. The top side of the
diaphragm has atmospheric pressure on it and a vent in case the
diaphragm is ruptured. The vent needs to be piped to a non-haz-
ardous location, especially if the engine is located inside a
building.
With the carburetor properly adjusted, the fuel regulator
should be set with the engine running at zero load and rated
speed. By turning the adjusting screw, the fuel gas pressure to
the carburetor is to be set at 4-inches of water column on all
natural aspirated Superior engines.
Carburetor Adjustment: Late model 825 engines have Impco
carburetors as shown in Figure 12, whereas older models are
equipped with Ensign carburetors. Since Ensign units are no
longer manufactured, conversion kits are available with adapt-
ers to convert to the new design. Repair kits are also readily
available for Impco carburetors.
The carburetor downstream mixture is adjusted by Screw "A"
in Figure 12. Insufficient fuel gas pressure is indicative of a
requirement to turn the adjustment screw in excess of two full
turns. If during the adjustment the manifold vacuum changes
significantly with one-quarter turn of the adjusting screw, it
indicates there is too much fuel supply pressure. The amount of
vacuum on the inlet manifold is measured with a manometer or
vacuum gauge graduated in inches of mercury. On engines with
double manifolds, two air inlet manifold pressure devices are
required.
The Impco carburetor is of a very simple design and is
used by most OEM's for natural aspirated engines. The air inlet
housing is either on the bottom or side depending on the design
or model. Opposite the gas entrance side is the adjusting
35
NATURAL ENGINES "G" - Carburetor Adjustment
screw whereby the air-fuel mixture is adjusted under a
condition. The carburetor operates off of a vacuum. There al
seal diaphragms on the gas inlet and once the engj
starts cranking, the vacuum on the suction stroke will open
diaphragm control valves. As the horse power requirement
increases, the vacuum on the downstream side of the carburetor
reduces and the diaphragm control valves open to admit addi-
tional fuel gas.
Over a period of time the diaphragms will fatigue or pos-
sibly burst due to backfiring in the engine. The first indica-
tion of ruptured diaphragms would be shut valves resulting in
insufficient fuel supply. Most carburetors have a self-con-
tained butterfly valve to control the discharge volume coming
out of the carburetor to the engine. This valve is not used on
Superior engines and it is normally removed or blocked in the
full open position. The position of the air butterfly valve is
indicated by a slot that is cut on the end of the shaft. The
slot is directly in line with the position of the butterfly
valve.
With the engine operating at rated load and speed, the
carburetor should be adjusted to attain maximum manifold vacu-
um. The following outlines carburetor adjustment tips which are
most commonly asked:
(1) For better fuel consumption obtain a slightly
lean mixture by adjusting Screw "A" in, until
the manifold vacuum decreases one-half inch.
(2) For additional horsepower adjust carburetor to
slightly rich mixture by turning Screw "A" out.
(3) To stop detonation, richen the mixture.
Intake Manifold Pressure: Proper air-fuel adjustment of
natural aspirated engines is unit balance, or balance of load-
ing. The first consideration on 825 engines is whether the unit
has 6, 8, 12 or 16 cylinders. These engines have different num-
bers of inlet manifolds. An important item to remember is that
each manifold has its own butterfly valve which is controlled
by the governor. A monitoring device to measure the vacuum on
each manifold is required on the downstream of each butterfly
valve. Each manifold must be in balance at all times because
manifold vacuum is directly related to load. When one manifold
operates at a lower vacuum than another, it is an indication of
more load or an condition.
There are four separate manifolds on naturally aspirated v
engines. Each manifold has its own butterfly valve which is
controlled by the governor to control engine speed. When moni-
toring manifold vacuum or load on the engine, it is stressed
that each and every manifold be monitored. Individually

Jlllilkti Uh4glMtMME
b
NATURAL ASPIRATED ENGINES "G" - Intake Manifold Pressure
connected mercury manometer/vacuum gauges or a single mano-
meter/vacuum gauge may be connected through tubing with a valve
to switch from one manifold to the other to obtain the required
readings. In other words, on a VG825, we need the capability of
taking air inlet manifold pressure at four specific points, two
on each side.
The 8G825 engine has two separate manifolds and two sep-
arate butterfly valves. The manifold appears to be a common
header but there is actually an upper butterfly that controls
air-fuel to the four outside cylinders and a lower butterfly
that controls air-fuel to the four inner cylinders. It is
important to monitor both sections of this manifold, also.
In setting up the G825 butterfly valve linkage, the gover-
nor should be in the zero position when both butterfly valves
are closed. In disassembling the linkage, disconnect the inner
shaft and link between the two butterflies. Make sure both but-
terfly valves are closed and the inner connecting link can be
reconnected without repositioning the butterfly. Both valves
must close at the same time. By setting the valves or valve to
completely close,the governor has the capability of shutting
the air and fuel off, killing the engine. The engine has safety
shutdown devices, so it is not normally a requirement for the
governor to shut the unit down, but if the linkage is properly
set it offers additional protection.
If after starting a vacuum,difference is noticed between
the manifolds, first make sure that both butterfly valves are
initially closed. If both valves are closed at the zero gov-
ernor position then it indicates that possibly a power cylinder
is not performing properly. If all power cylinders are up to
design performance, then, and only then, can an adjustment be
made to the butterfly position.
Starting & Loading: When an engine is started and at an
idle, no load condition, keep in mind that the governor is
sensing speed and is only trying to maintain speed. The .butter-
fly valve is in the near closed position because the amount of
fuel and air that it takes to operate the engine at idle or no
load condition is minimum. The vacuum downstream of the butter-
fly valve under this condition is maximum, because of the pres-
sure drop across the butterfly valve. In addition, the power
piston on the intake stroke is attempting to pull in a given
volume of air and gas. In an idle speed and no load, a normal
manifold vacuum is approximately 16 to 18 inches of mercury.
After the engine is loaded to a minimum of 50 percent of
rated horsepower, final balance of the carburetor can be made
by setting the adjusting screw as discussed under Carburetor"
above. To obtain proper adjustment of the air and fuel mixture,
37
NATURAL ASPIRATED ENGINES "G" - Starting & Loading
with the engine 50% loaded, increase or decrease the amount
fuel to obtain the maximum amount of intake manifold vacuum..,s
load is applied to the engine the manifold vacuum decreases.
When load is applied to the engine, the governor has to main-
tain speed by opening the butterfly valve and admit more air
and fuel to the intake manifold. Consequently, the vacuum is
decreased in the air inlet manifold. The maximum amount of load
on natural aspirated engines of this type is red-lined at 4-
inches of mercury manifold vacuum. Vacuum below 4-inches of
mercury is an indication of an overload condition or indication
that there might be an unbalance in the manifolds creating an
overload condition of the power cylinder serviced by the par-
ticular manifold that is being monitored. One very important
item and oversight on engines of this type is overload on an
individual power cylinder or a section of cylinders. A lot of
operators determine load on an engine by looking at load on the
generator set or looking at suction and discharge pressures
across the compressor without any regard to the engine intake
manifold vacuum or from an exhaust temperature standpoint.
Keep in mind that most 8G825 engines are rated at 800
horsepower. Each cylinder, in order to maintain horsepower, has
to be able to pull 100 horsepower. If a sparkplug fails 100
horsepower has to be distributed with the remaining seven
cylinders and it might not be necessarily distributed equally
One cylinder might pick up 50 of that horsepower, and the or'
six cylinders might equally carry the additional 50. This i 1
prime example of what happens everyday to cause scored pistons,
scored liners and excessively worn parts. It becomes more of a
problem on a 6G825 when there is only five other power cylin-
ders to pick-up the horsepower.
Anytime a power cylinder is not performing properly the
governor will open up more because it has sensed a decreasing
speed. The governor opening admits more air-fuel and the addi-
tional load will be carried by the remaining cylinders. The
next thing that happens is that the compression rings relax on
the power cylinder carrying no load because they are no longer
held against the cylinder wall by firing pressures and lube oil
consumption increases. The next thing that happens, is the
intake air and fuel is unburned (foul spark plug situation).
The exhaust temperature is decreased because of the unburned
gases passing in the exhaust manifold. The manifold is hot due
to the exhaust gases from the remaining cylinders and could
ignite the unburned gases in the exhaust manifold and/or the
exhaust pipe.
The more load that is applied to power cylinder, the hot-
ter the exhaust temperatures, due to the increase in volume of
air and fuel that is being burned. The end result is that the
maximum exhaust temperature of 12S0F. is reached and a majo
failure is eminent.
NATURAL ASPIRATED ENGINES "G"
Backfiring: Backfiring occurs when the combustion mixture
downstream of the carburetor is exposed to some form of igni-
tion. For example, backfiring can occur if an intake is cracked
or pre-ignited. The ignited fuel inside the cylinder escapes
back into the intake manifold and then ignites all of the air
and fuel that has been mixed downstream of the carburetor.
Backfiring is more pronounced on a naturally aspirated engine
because the intake manifold and all the intake piping are
filled with a combustible mixture. Backfiring is not common on
turbocharged engines because the only combustible air and fuel
available is the small volume downstream of the gas injection
valve and the inlet power valve.
Exhaust Backpressure: The exhaust backpressure downstream
of the exhaust manifold on natural aspirated engines and down-
stream of the turbocharger on turbocharged engines should not
exceed 12-inches of water. If the 12-inches are exceeded then it
is an indication that the muffler is improperly sized, and it
can have detrimental effect on the complete combustion process.
EXHAUST
MANIFOLD
FIGURE 13
AIR FUEL SYSTEM
TURBOCHARGED ENGINE
GOVFHNOH
39
TURBOCHARGED ENGINES "GT"
Air-Fuel Diagram GT: A typical air-fuel diagram for tur-
bocharged engines is shown in Figure 13. After the air is f
tered it is compressed by the turbocharger impeller which i_
driven by exhaust gas passing through a turbine wheel. The heat
of compression is then extracted by an intercooler. The air
next enters the intake manifold which supplies air to each
power cylinder.
Figure 13 shows the cross-section of an individual cylin-
der. Each power cylinder on GT model engines is equipped with
individual air butterfly valves which control the volume of air
through a. linkage connected to the governor.
Fuel gas pressure is supplied at 35 to 50 psig through a
manual shut-off valve to the gas regulator. The gas regulator
or ratio regulator senses air manifold pressure and accordingly
adjusts the downstream fuel pressure. After passing through a
shut-down valve the gas then enters a fuel metering valve.
Each power cylinder (GT model) is also equipped with in-
dividual fuel gas balancing valves. These valves can be man-
ually adjusted after the engine is loaded. The fuel is then
admitted through gas valves which are a part of the head assem-
bly. The air-fuel is .mixed and enters the cylinder around the
inlet power valve.
After combustion the products are pushed out of the cyli
der through the exhaust power valve during the exhaust stro:
The exhaust gases are then directed to the turbocharger by way
of an exhaust manifold, which is common to all power cylinders.
After pre-setting linkage shown in Figure 14 and balanc-
ing, the air-fuel system for turbocharged engines is controlled
by a duel system: the regulator and the governor. Sensing air
intake manifold pressure the gas regulator increases or reduces
the available fuel gas pressure in direct proportion to changes
in manifold pressure. The second control device is the governor
which only senses speed. As speed increases or decreases the
governor through linkage opens or closes the gas metering valve
and air butterfly valves to admit more fuel and air to the com-
bustion chambers.
In a series arrangement of controls used on "GT" and "SGT"
model engines, there is the possibility that the two controls
will fight each other resulting in an unstable system. The only
assurance of stability is to make sure that a l ~ system controls
are properly set. By adjusting the fuel gas regulator, the gov-
ernor and the position of the butterfly valves and metering
valve through a simple linkage, the system will control both
the air and fuel to obtain optimum performance.
;
~ ~
~ - - - _ ....... - - - - - - - - - - - - - - ~
TURBOCHARGED ENGINES "GT" - Air Fuel Diagram
FIGURE 14
LINKAGE
The control linkage setting on V engines is more critical
than on inline engines due to the fact that there are two in-
take manifolds. one for each bank. System stability and per-
formance is dependent on making sure the air butterflies and
the two gas metering valves are set exactly the same on both
banks.
After the initial system set-up and making sure that the
components function properly during varying conditions, the
system will do an excellent job of controlling the air-fuel
ratio. In truth the system is quite simple when compared to the
sophisticated controls on some slow speed integral engines with
turbocharger waste gates and controls which make adjustments
based on ambient temperature changes.
Air Inlet Temperature: The simplicity of the system is an
advantage in some cases but can be a distinct disadvantage in
areas such as controlling air inlet temperature. Ideally, the
air intake manifold temperature on turbocharged Superior
engines should be between 110
0
and 115F. This range can easily
be attained with cold ambient conditions but, In many
cases,uncontrollable during summer months with ambient tem-
peratures in excess of 100F.
41
TURBOCHARGED ENGINES "GT" - Air Inlet Temperature
Newer model engines are piped with a thermostat by-pass
valve around the intercooler. Under cool ambient conditions t l l ~
valve by-passes intercooler water and maintains an air manifold
temperature of a minimum of lOOF. This control prevents mis-
firing of the engine under light loads and during periods of
cold air temperatures. Since the pounds of air entering the
combustion chamber are directly related to air temperature, the
thermostat by-pass valve assists in achieving a more stable
air-fuel mixture under varying operating conditions.
For units not equipped with intercooler by-pass and under
high ambient conditions, all that can be done is to re-adjust
the air butterfly valves. During continuous, extreme hot or
cold temperatures, the butterfly valves may be adjusted to be
slightly more open or closed than normal. The word "extreme" is
to be stressed, because it is not the intent to have operators
continuously adjusting butterfly valves to obtain the correct
air-fuel ratio.
The engines ability to maintain a given speed and to pull
the required load is totally dependent on the operation of the
governor. Assume the butterfly valves and the gas metering
valve, or valves, have been adjusted for 80F intake air mani-
fold temperature; t h ~ n without anybody being at the plant loca-
tion, assume that the intake manifold temperature increases
significantly. The first sign of a problem is the power, re-
sulting from combustion, decreases. When the power of com-
bustion decreases the governor will open and admit more fuel
and air to maintain the set speed.
When the governor calls for more air and fuel, both vol-
umes increase proportionally. But under high air inlet temper-
atures there are less pounds of air available. So, the more gas
that is admitted the richer the mixture becomes resulting in a
hotter firing temperature and the engine could start detonat-
ing. The pressures of detonation are extremely high, resulting
in lifting heads enough to break firing ring or head gaskets,
breaking pistons or cracking heads. ~
Now assume the air-fuel system was adjusted during the
hottest time of the day and at night it cools down to SOF. The
engine operates too lean (units not equipped with intercooler
by-pass). The governor senses a decrease in speed and the
engine can not carry the load because the air-fuel mixture is
not correct. The unit has plenty of fuel gas but too much air.
In addition, with extreme temperature differentials between the
air and fuel, liquids can be knocked out of the fuel gas
because of a quick change in temperature.
TURBOCHARGED ENGINES "GT"
Fuel Pressure: The fuel supply on a GT turbocharged engine
should be 35 to 50 psig. Obviously the pressure is also depen-
dent on the quality of the fuel gas. The higher the fuel gas
heating value the less volume required so less pressure is
required. Fuels with low heating value or high elevations may
require a slightly higher fuel gas pressure.
If only a poor quality of fuel gas is available, then the
fact must be faced from day one. The same applies to a wet or
high BTU fuel gas. If these facts are known, then adjustments
can be made in the operation of the engine to allow the best
possible performance. In an extreme situation low compression
pistons can be installed, ignition timing changed or even a
change in power valve timing. In all cases, the fuel gas must
be dry. Fuel filters should be installed if there is any doubt
about liquids.
The main supply fuel pressure is controlled by a gas regu-
lator or ratio regulator which feeds the gas to the metering
valve. This pressure controller is a double diaphragm type
valve. The upper diaphragm has a sensing line that is tied
directly to the intake manifold. As the manifold pressure
changes, the fuel gas pressure is increased proportionately.
NOTE: (1) Improper setting of the fuel gas regulator
or low gas supply pressure will cause the engine
to run lean resulting in missing. The first thing
normally checked is ignition when a cylinder is
not firing, but often the true cause is too lean
of a mixture.
(2) Cold air temperatures may result in only 2 to
3 psig pressure drop across the fuel gas regulator.
This is normal. Summer time temperatures will
increase the pressure drop across the regulator
and automatically open the governor.
Starting & Loading: With the unit down, the steps required
to set the air-fuel controls on GT turbocharged engines is out-
lined below. It is assumed that the unit is in good operating
condition (new or recently overhauled); ignition is okay; valve
timing is correct; governor reconditioned; etc.
(1) Make sure the linkage is set in accordance with the
diagram. A typical diagram for an BGT engine 1S
shown in Figure 14.
(2) With the engine shutdown and the governor in the off
or zero position set the gas metering valve to read
zero when closed against a .020 to .030 wire tag.
1'his will result in the gas metering valve being
slightly open with the governor lever at zero.
43
TURBOCHARGED ENGINES "GT" - Starting & Loading
(3) Set the butterfly valves to be 4 to 5 open.
(4) Loosen the lock screw and completely close each
balance valve. Pre-set all gas balance valves for
7-1/2 turns open.
(5) Start the engine; let it warm-up and then load the
unit to full rated horsepower at designed rpm.
(6) Check the gas supply pressure and set it at 35 psig.
Fuels with low heating valves or units at high ele-
vations may require a gas supply pressure in excess
of 40 psig.
(7) Adjust the fuel gas ratio regulator for an average
power cylinder exhaust temperature of 1050F. A
typical spread of temperature for an 8GT is shown
in Figure 15.
(8) Make sure that the gas header pressure is the same
on both banks of V engines.
Balancing: After the exhaust temperatures are recorded,
the next step is to improve cylinder balance by adjusting the
individual balance valves (with the engine at full load). The
balance valves are used to balance the exhaust temperature
spread. In review of the cylinder temperatures, if the majority
of the cylinders are running hot, then the next thing to do is
open the butterfly to increase the amount of air to cool the
overall engine down. Once the overall temperature is down, then
the low temperatures can be increased by adjusting the balanc
1130
1110
1090
1070
10SO
"-
0
1030
w
~
:::>
....
1010
~
w
"" :>:
990
w
....
....
'"
970
:::>
r
><
w
9S0
AVERAGE
I----f---\---+------\--f----JI--TEMPERATURE
3 ~ 6
CYLINDER NUMBER
FIGURE 15
8GT EXHAUST TEMPERATURES
TURBOCHARGED ENGINES "GT" - Balancing
valves to the high cylinders. Some common sense is required,
because if only one cylinder is high, the temperature of that
particular cylinder must be immediately reduced or it will go
into detonation. If all cylinders are below the 1050F average,
then the air can be reduced.
Normally, the exhaust temperature spread will be as typi-
cally exemplified in Figure 15 and it is not necessary to
adjust the butterfly valve. Therefore, turbocharged engines can
normally be balanced by only adjusting the gas balance valves.
At this point it might be well to point out that continued
reduction in fuel gas pressure can cause problems. Each time
the amount of fuel going to a given cylinder is reduced the
first thing experienced is a decrease in speed. The governor
then opens up more to maintain proper speed to distribute that
load to the other cylinders. Continuing to decrease the amount
of fuel going to the high cylinders eventually results in run-
ning out of governor travel. The end analysis is an engine that
is not capable of pulling full load at rated speed.
with above background completed the following balance
steps can be applied after Step 8, which was discussed under
Starting and Loading.
(9) It should not be necessary to adjust more than 3 to 4
balance valves on a 6 or 8 GT or any individual bank
of a 12 or 16 VGT. Typical adjustments on an 8 or
16 cylinder engine are to open #1 and #8 balance
valves 11/2 turns and close #5 cylinder 1 turn.
(10) It should not be necessary to turn any gas balance
valve more than 2 turns from the pre-set point of
71/2 turns open.
(11) On V engines, adjust the gas metering valve linkage
and/or butterfly linkage as required to maintain the
closest possible gas header and air butterfly setting
on both banks.
(12) It is necessary to set the gas balance valves so as
to operate on a rich enough mixture to maintain
stable operation. Examples of an engine operating
on too lean mixtures are missing, governor hunt and
surge.
(13) with the balance valves on each cylinder set correct-
ly, the next adjustment that must be made is the gas
admission valve. After checking,chances are good the
gas admission valve clearance in the hot condition
will vary from .005 to .010 inches. On this example
the valve will open more and admit too much gas dur-
ing the injection valve stroke. The gas admission
valve clearance should be set at .013 inch HOT.
45
TURBOCHARGED ENGINES "GT" - Balancing
The following are recommended tips and a quick review of
Turbocharged engines Air-fuel systems:
A. Normal exhaust temperature is 1050F. (Max. 1175F.)
B. Always try to run slightly lean.
C. Lean out the air-fuel mixture to get out of detonation.
D. Richen mixture to prevent missing.
Intake Manifold Pressure: The most common way to measure
horsepower on a Superior turbocharged engine is by intake mani-
fold pressure. All units should have a manifold pressure gauge
or monitor.
Figure 16 indicates relationship between horsepower and
manifold pressure for a GT engine. One of the major problems is
trying to load units to maximum horsepower with speeds less
than design. Note that in this example, at rated 900 rpm the
maximum horsepower is 2200 BHP, which corresponds to a positive
pressure of 22-inches of mercury. At the reduced speed of 600
rpm the maximum horsepower is 1000 BHP and 12-inches mercury.
The engine would be considerably overloaded if it attempted to
pull a 22-inch manifold pressure at 600 rpm.
24
20
':t 16
.
z
12
If)
If)
w
g: 8
o
-l
o
LL 4
~
MAX
MAX
900 RPM
600 RPM
400 800 1200 1600 2000 2400 2800
HORSEPOWER
FIGURE 16
16 GT MAX. HORSEPOWER
TURBOCHARGED ENGINES "GTL"
GT vs. GTL: The modern version of the model GT Superior
engine is the GTL. (The "L" stands for low compression pis-
tons.) Improvements over the GT design is worth reviewing in
detail since major changes have been made in air-fuel controls
(See Figure 17) in fuel consumption, and in reduced engine
stress levels.
(1) Pistons - New pistons are 8-3/4:1 compression ratio
vs. the old design of 10:1 ratio. This design change
reduced peak firing pressure by 20%. The engine
rated horsepower is maintained through controlling
the firing pressure level and duration.
AIR CLEANER
INTERCOOLER
50 PSIG
FUEL
REGULATOR
.....--1---1-1 AI R
ACTUATOP.
METERING
j"'" oc
~ = = = ~
-
CYLI NDER HEAD
>
TURBOCHARGER
EXHAUST
/\AN IFOLD
e-XHAUST
FIGURE 17
AIR FUEL SYSTEM GTL
47
(2) Camshaft - New cam timing and cam profiles provide a
6% improvement in fuel consumption (to 7250
BTU/BHP/HR) plus optimized valve overlap for
scavenging air-fuel mixing.
(3) Turbocharger - New engines have higher flow constant
pressure turbochargers. Older pulse type turbochar-
gers may be converted for higher flow by changing
nozzle rings, diffusers and, in some cases, rotor
assemblies.
(4) Cylinder Block - New engines have are-designed
cylinder block, which incorporates lower stress
levels in the camshaft bushing bore area and 2-1/4"
vs. 2-1/8" diameter shaft.
(5) Air-Fuel System - The individual butterfly valves for
each cylinder have been replaced with fixed deflec-
tors, and a single butterfly valve in the intake man-
ifold is controlled by an air cylinder rather than a
mechanical linkage off the governor. The butterfly
valve is positioned based on fuel gas pressure with
improved control over the entire speed and load
range. The individual gas balancing valves were
replaced with fixed orifices so the balancing proce-
dure discussed previously is greatly simplified. The
system is adjusted by only two settings from a new
air-fuel panel, incorporating all necessary controls.
(6) Starting System - The fuel gas ratio regulator (shown
diagrammatically in Figure 17) is replaced with an
actuator/diaphragmed block/vent main and start valve
system shown in Figure 18. At a signal of 6 psi the
vent closes and at 13 to 20 psi the main valve oper-
ates from the fully closed to the fully opened posi-
tion.
Starting fuel gas is supplied around the main block
and vent valve through a start valve which is an
actuator and equal percentage flow control device.
The valve is set to operate from closed to open with
a ramp pressure signal of 5 to 15 psi.
All old 8GT model engines can be converted with an avail-
able low compression kit to take advantage of the above im-
provements. The changes required lend themselves well to incor-
porating the conversion with a planned overhaul.
48
TURBOCHARGED ENGINES "GTL" - Starting System
VENT .1_-"3-'-'/8"-"__....
112"
2"
35-40 PSI FUEL
GAS SUPP.LY
VENT I>-----f-U"'---'
l
~
T A R T V A l V E
ENGINE SIGNAL PRESSURES:
MOUNTED EQUIP-
MENT (l) STARTS TO OPEN @ 6 PSI
(2) fUll OPEN @20 PSI
FIGURE 18
FUEL GAS
STARTING SYSTEM
Air-Fuel Diagram GTL: Detailed steps for the adjustment of
the air-fuel system is furnished with new units and conversion
kits; the steps should be specifically followed when setting up
a new control panel or starting a GTL unit. As indicated by re-
ferring to Figure 17, the simplified control system decreases
the sensitivity to fuel pressure by having the governor only
controlling the metering valve or gas manifold pressure as a
function of gas manifold pressure.
Figure 19 depicts a sample 8GTL Air-Fuel Curve. Based on
gas composition, gas and air manifold temperature and eleva-
tion, each GTL engine must have a specific air-fuel curve. The
offset pressure indicated is the ratio of the value of air man-
ifold pressure and gas manifold pressure required at 600 rpm.
The offset pressure is set by the adjustment of a computing
relay furnished with the control system. After setting the cor-
rect ratio it should be maintained for optimum air-fuel mixture
to all cylinders.
49
TURBOCHARGED ENGINES "GTL" - Air Butterfly Linkage
11 10 9 8 } 45&
AIR MANIFOLD PRESSURE PSIG
v/
//
v
/
V
SAMPL 8GTl

V

AIR/FU CUR E

-

SPECIFI

tl' - .58
c;::;

NET EATlIG AWE =

.,.
aEVA' 00 =7
/-
Yc,'I-
V
7
RESSLRE VS. SP ED
INITIAL OFFSET
I
0..
po<
.54 IN ,
J
'
. ,
I;/"
INCH S foERCU Y
, OJ
,g'
1 }
, r
1I I I I I If
If Ii 'Is
1 I 1 I f I &(0 7 0 8 0 91 0
ENGI E SPEE -
RP,
I
, , , , .
&
30
on
10
}2
28
OJ 22
"on 2 0
on
OJ
g: 18
1&
o
..
- 14
z
<{
" 12
FIGURE 19
..;--- - --- -:-t-;tt'IH---
FIGURE 20
AIR BUTTERFLY LINKAGE
5
Air Butterfly Linkage: As an integral part of setting the
control system the air butterfly linkage should be adjusted in
accordance with Figure 20. With zero air pressure on the air
cylinder, adjust the 1-11/16 inch link so that the air butter-
fly is 7 open.
r
ASE
-B- I
A
~
~
'm'
3
L--J
. ~ . C7
..L:>.. I '" y y
BOTTOM VIEW
I..,.
FIGURE 21
GAS CONTROL LINKAGE
NOTE: Governor in "0" Position
INCRE
FUEL
FIGURE 22
GAS METERING VALVE
/1& alA.
HOLE
Governor - Gas Metering Valve Adjustment: After setting
the control system and prior to starting the GTL engine the
governor and gas metering valve linkage should be adjusted.
First, disconnect the governor linkage at the governor lever
(Figure 21) to ~ a k e sure there is no binding. Then with the
governor load indicator set at "zero" and the governor set for
approximately 85% of full travel when the engine is operated at
full load, set the gas metering valve. This is accomplished by
adjusting the control shaft between the governor and metering
valve until the 3/16 diameter hole is exposed as indicated in
Figure 22.
Engine operation GTL: The general combustion characteris-
tics, tendency toward detonation if not operated in a slight
lean state and exhaust temperature limits, are identical to the
GT engine previously discussed. Like the GT air-fuel system,
the GTL controls require no further adjustments after they are
properly set. Any changes in engine performance should be
investigated for their individual causes and not adjusted out
by tinkering with the air-fuel control system.
51
TURBOCHARGED ENGINES "GTLA"
Introduction: Historically, engine and compressor manu-
facturers have concentrated on four basic obj ecti ves: (1)
increased unit horsepower, (2) reduced manufacturing cost, (_,
better fuel consumption, and (4) improved reliability. As a
result of these objectives, White Superior developed the turbo-
charged engine and the ram manifold naturally aspirated line
with Impco carburetion in the 1960s. Three out of the above
four objectives were obtained in this development with higher
horsepower ratings, inter changeability of parts, and better
fuel consumption. In the mid-1970's another significant step
was made toward the fourth objective of improvement in unit
reliability with the introduction of the GTL series engines and
modification or updating kits for existing field units.
AIR CLEANER
50 PS
IGill TI ON
POSITIO"

GOVERNOR
FUEL
REGULATOR
--
J
INTERCOOLER
METERING

->-
CYLINDER HEAD
TURBOCHARGER
INPUT
OUTPUT
AIR/FUEL
CCMRQ PANEL
EXHAUST
F_.O_L_D_--' _
GAS MANIFOLD PRESSURE
3-15 PSI
SPEED CONTROL
FIGURE 23
AIR FUEL SYSTEM GTLA
5
Today, due to governmental regulations, the manufacturers
have added another objective: The reduction of exhaust emis-
sions. Regulatory activity first centered on a definition of
the emission problem of which both operators and manufacturers
co-operated fully by furnishing complete data. The considera-
tions of the trade-offs for cleaner air were evaluated. Fuel
consumption, increased equipment costs, increased maintenance
costs, and reduced performance lost out to lower NO
x
levels
stipulated by the Clean Air Act of 1977. Since this legisla
tion regulatory activity has increased rapidly, a typical sta-
tionary engine emitted 16 grams/BTU-HR of NO
x
prior to 1977
with requirements for this to be reduced to 5 grams/BTU-HR by
the late 1980's. (Reference Figure 25)
Classic methods of reducing NO
X
emissions include retard-
ing ignition, leaning out the air-fuel mixture, cooling inlet
air, de-rating horsepower, changing cam timing, exhaust recir-
culation, converters and water injection. An additional con-
sideration is completely redesigning the combustion chamber but
such a modification will take considerable research and
development.
The GTLA model engine, commonly referred to as "The Clean
Burn", was developed to meet the new emission regulations. With
the exception to control system problems, the design has been
relatively trouble free. This has been accomplished by
/ /
/' ./
V
SAMPLE 8GTLJ
./
/'
/
I R/FUE L CURV
/ /
/ /

/'

V
/
/

/ /'
;/
'" ,
r.A<
/'
/
'T
RAVITY - .60B
u/FT 3 He - q ,n , B
-
/ /
EL EVAT 10
- 370 FT.
/
/
INIT JA OfFSE
I
'OF"
q'+R PS
" -
1,?q,
/ /
AIR

o - J 3
of.
l< - 1\ OF
//
f/
AIR MANIFOLD PRESSURE PSIG
FIGURE 24
30
28
26
22
w
20
'"
18
lr
Cl.. 16
Cl
--'
14
12
:E
'" 10
<i
<.?
--' 8
w
6
10 12 1'-1 16 1B 20 22
53
only making the required external combustion chamber chana
the proven GTL Series. Our discussion, therefore, will bi im-
ited only to variations from the basic concepts reviewed
ously under Turbocharged GT & GTL Engines. The following summa
rizes the GTL alterations made to develop the GTLA series.
Air-Fuel Diagram GTLA: The GTLA Air-Fuel Diagram is shown
in Figure 23. Variations from the GTL System in Figure 17
include:
A. Air-Fuel Controls
B. Dry Type Exhaust Manifold
C. Exhaust Waste Gate
D. PG Governor
E. PG Governor
F. Pneumatic Ignition Timing Controller
G. Minor Changes to the Start System
Only the variations in the Air-Fuel controls from the GTL
design will be discussed under this section since each of the
other changes or additions will be reviewed in detail followin,
this section.
The GTLA control system is sensing input from air manifolc
pressure, gas manif9ld pressure, and a 3-15 speed control siq-
nal. With these inputs an output signal is computed to posi
the waste gate so as to maintain a specific air-fuel
ship for the specific installation. Figure 24 depicts a s.
8GTLA Air-Fuel Curve. Note that fuel gas specific gravity,
heating value, ratio of specific heat (MK
M
Value), and tempera-
ture are an integral part of the curve input data as well as
air manifold temperature and elevation. The initial offset
pressure is also indicated, and the GTLA requires a different
air manifold/gas manifold ratio for each speed.
Exhaust Manifold & Waste Gate: The GTLA has a dry type
exhaust manifold and is equipped with an exhaust waste gate as
shown in Figure 23. The air-fuel control panel transmits an
output signal to position the waste gate to control exhaust
flow to the turbocharger so as to maintain operating conditions
(Figure 24) at the varying loads and speeds. The duel effect is
reduction of exhaust back pressure on the cylinder as well as
maintaining exact air-fuel mixture.
Cylinder Head: Instead of being know as the MClean Burn,"
the GTLA could just as well be known as the "Lean Burn." As
shown in Figure 25, it is through leaning out the air-fuel
mixture beyond the 145% theoretical air point which contributes
significantly to NO
X
reduction. As the air-fuel mixture is
extended past the 160% limit to 185% theoretical air, cylinder
.{ .
I
65 105
%THEORETICAL AIR
145 185
cr
I
,
a.
I
a>
"-
::>
f-
a>
z
o
t-
L
'"
::>
V)
:z:
o
u
---I
W
::>
u.
cr
I
,
a.
I
a>
"-
L
<.0
V)
:z:
o
V)
V)
,
'"
Ll\
~
N
~
00
""C
'-"
"-
I'---.
;--
f--
"-
BS C
1/
"-
v
\
1\
\
co -
1\
1/
"
\
1/
1\
NO
X
/
V
\
1/1\ 1\
V
\
'\
V
~
/"
1./
'"
l'--
!-
8200
7400
6600
15
10
5
NATURALLY ASPIRATED
~ / ~ - - R I C H AI R-FUEL RATIO
LEAN ---'-;>"
TURBOCHARGED
ENGINES
FIGURE 25
ENGINES
combustion becomes unstable. A pre-combustion chamber or torch
chamber is incorporated into the cylinder head design to stabi-
lize combustion, through a flame burning ignition process.
As indicated by Figure 26, the air and gas are mixed in
the intake passage conventionally and in addition a secondary
gas supply is connected to a pre-combustion chamber. The re-
sults are a very rich mixture at the spark plug and, therefore,
55
stable combustion is assured even with a very lean main cpc 21
air-fuel mixture. An example of stabilization effectivene. is
that normal combustion pressure variation is 70-80 psi in a
standard engine and 90-100 psi with a lean mixture. The pre-
chamber in a GTLA head stabilizes combustion pressure to 15-20
psi.

I
"""/

_AJO
- 0
f:::::
...'"

h
$",,--y
-Nil. /
"'-
-
"
-
.....
<AS
W<U'C
COJilftVS TlOti

Me
FIGURE 26
COMBUSTION CHAMBER GTLA
Governor & Ignition: The GTLA engine incorporates a Wood-
ward PG type governor which senses actual speed and positions
the gas metering valve opening through a linkage (Figure 21)
based on an input speed signal of 3 to 15 psig. This same air
signal operates an ignition positioner which controls ignition
timing. (Figure 23)
Retarding ignition timing as indicated above is a classic
method of reducing emission. For example, a GIL running at
optimum 145% theoretical air and 35 BTDe ignition timing
(instead of 40) will emit a 15% reduction of NO
X
' The penalty
for such a reduction is a 2% increase in fuel consumption. When
retarded ignition is combined with a lean air fuel mixture the
combined effect is a 60% reduction of NO
x
'
Figure 27 is a general view of the GTLA Ignition Timing
positioner and linkage adjustment for the indicated speed
signal. This linkage should be adjusted prior to making the
magneto timing changes.
ADVANCE.
.....
GOV. SIG.
PSIG
3
9
1.5
ENGINE
RPM
600
7.50
900
TIMING
eTC
6
J2
20
2 - l / a ~
ROD
FIGURE 27
VARIABLE IGNITION TIMING
The GTLA uses a new metering valve (Reference Figure 28)

which utilizes two o'rings to seal the fuel gas and positive
seat and tapered plug for exact flow/pressure control. Main-
tenance includes periodic disassembly, cleaning and lubricating
the o'rings with a light grease .
57
FIGURE 28
GAS METERING VALVE
Starting System: The GTLA also incorporates a Elight
variation of the GTL starting system. The basic system is
the same as that shown in Figure 18 but in addition has a
run confirmation switch (Figure 29). This switch is adjusted
by lifting the lever arm and checking to make sure the run
switch toggle valve spring projecting lever pops up abruptly.
If the projection appears sluggishly adjust the valve spring
tension.
VALVE SPRING
ADJUSTMENT
u
ADJUSTING SCREW

TOGGLE VALVE
SPRING SPRING TENSION

SET RUN CONFIRM
TO TRIP AT 450 RPM
SET OVERSPEED TO
TRIP AT 990 RPM
FIGURE 29
RUN
CONFIRMATION SWITCH
Next, set the adjusting screw so that the run switch valve
lever is just switched down when the governor arm is completely
down. Then adjust the governor arm spring tension so that the
valve lever is held firmly down.
Engine Operation GTLA: Operation of the GTLA engine re-
quires additional attention when compared to the GTL. As indi-
cated, the control system is more sophisticated and therefore,
dictates more maintenance to operate the unit at designed
performance.
After the engine is running and under load, the exhaust
turbine inlet temperature should be checked. The temperature
varies slightly with the turbocharge type, as indicated below.
It is also a good indicator of proper air-fuel ratio and is
monitored with thermocouples and a high temperature shutdown
device. With loads above 75% the following pre-turbine tempera-
tures should be maintained:
TURBO TYPE PRE TURBINE TEMPERATURES
(0 F)
Minimum Maximum Shutdown
FMC 1200 1250 1340
ELLIOTT 1200 1250 13 00
COOPER 1100 1190 1250
e
GTLB
After several years of documented operational history on
the first generation clean burn engine (A-version) and with
advancements in new available technology the second generation
clean burn engine (B-version) was made available. The same
clean burn principals were applied to the B-version utilizing
the prechamber concept. However a major change was incorporated
into the concept which was, precision control over the critical
air/fuel ratio mixture. This was accomplished with the instal-
lation of a new microprocessor - based air/fuel ratio con-
troller replacing the traditional pneumatic control system.
This new controller was designed to operate in conjunction with
the electronic ignition system providing more precise engine
control over the various operating speed and load ranges.
This latest electronic system monitors engine speed, alr
manifold pressure, gas manifold pressure, turbine inlet tempera-
ture and, air manifold temperature to provide better control of
the air/fuel ratio throughout the engine's load and speed range.
By including the turbine inlet temperature in the monitoring and
control scheme the controller can make corrections for varia-
tions in the fuel heating values. Improved control over the
ir/fuel ratio and ignition timing accuracy provides a more sta-
~ l e engine operation resulting in reduced maintenance costs.
59
As was stated in the beginning of this section with t' ,
passage of the clean air act in 1977 and subsequent amendn. cs
and revisions through 1990 the emission standards, that are
regulated by the state, are based on the best available tech-
nology. The Superior clean burn engine meets all of the emis-
sion criteria and this includes a new manufactured engine as
well as a converted standard GT or GTL engine. For example, the
NO
x
level for the clean burn engine is 1.5 to 2.0 GRAMS/BPH-HR
at 100% design load and speed. This is based on pipeline quali-
ty fuel gas, 130
0
F intercooler water and 100
0
F ambient tem-
perature.
AIR CLEANERS
Air cleaners are required to filter out dust particles
from intake air to the combustion chambers. There are two basic
types that are common on medium speed engines, wet and dry.
Normally, inlet air filters are mounted directly on the engine
for isolated units exposed to the weather, and mounted just
outside the building for units that are enclosed.
Typical design parameters for air filters mounted on
engines of the 600 to 2400 BHP range are 2.5" to 3" of water
pressure drop with a 99% efficiency rating, taking out all par-
ticles of three microns in size or larger. Typical flow throu
r
an air cleaner for a 1000 BHP engine is 6,400 pounds per hour
The wet type air cleaner maintains an oil level in deptl!
from 3" to 6" depending on the design. This type of air cleaner
normally incorporates a sight level gauge for maintenance of
the oil level. Air enters through the inlet screens and is
deflected by a rear baffle. At engine idling speed, the baffle
automatically turns (on some models) in such a way that all of
the air is deflected through the oil, picking up oil droplets
and circulates backup toward the media (or a screen) keeping
the media wet. At increased speeds (increased air flow), the
baffle proportionately opens deflecting a portion of the air
through the oil with remaining portion going directly across
the media.
The filter media should be periodically inspected by push-
ing inward on the baffle and exposing the media to open view.
Media should at all times be well covered with oil. Failure to
keep the media clean will, of course, result in higher air
velocities and, consequently, increased pressure drop with the
possibility of pulling oil into the engine with the air. With
average use, the filter should be cleaned a minimum of once
every three months and more often in areas subjected to dust.
At no time should the grit in the sump reach a thickness of
greater than 1/2". Maintenance is simple and requires only that
the media be cleaned, oil drained, sump cleaned and media oil
replaced.
6(
T
o
AIR CLEANERS
The dry type inlet air filter may be used in areas that
are not subjected to dust and is probably the most common inlet
air filter on medium speed engines. Air flow enters through the
inlet screen, is directed between media layers and is dis-
persed through the media to the outlet nozzle. Maintenance
requires inspection of the media and either solvent rinse or
air wash cleaning. Under normal use, media should be inspected
on an average of once every three months. Most manufacturers
recommend that the media not be re-used after more than four
times of cleaning.
Problems resulting from poor air cleaner maintenance can
be exemplified by visualizing the operation of a turbocharged
engine. Since the engine is equipped with a crankcase breather
system tied upstream of the turbo, oil carryover is a distinct
possibility. Any dust particles which pass the air cleaners
will tend to collect on the impeller as oil film causing an
unbalance. The classic example is sand particles which cut the
aluminum impeller and enter the combustion chamber resulting in
piston and liner scuffing.
A good indication of an air cleaner requirement on natural
aspirated engines is the amount of pressure drop between the
air cleaner inlet and the carburetor inlet. If the vacuum on
the carburetor inlet exceeds 8-inches of water it is an indica-
tion the engine is starving for air due to dirty media in the
air cleaner.
Dry type air cleaners are recommended for offshore appli-
cations because the high humidity results in condensate forming
on top of the oil of wet type air cleaners. Dry type air clean-
ers are also recommended for cold climates because of problems
with high oil viscosity on the wet type. The wet type air
cleaner is recommended for all locations susceptible to blowing
dirt and dust. All air cleaners should be equipped with a dif-
ferential pressure device and alarm/shutdown switch.
TURBOCHARGER
Maintenance: As discussed under turbocharged engines, a
part of the air supply system is the turbocharger. They are
simply a centrifugal air compressor driven by engine exhaust
gases. Maintenance associated with the turbochargers is depen-
dent on the location and air filtration. Initially it is recom-
mended that the turbo inlet be cleaned with a solvent on a 6
month basis. In addition. the complete rotor assembly should be
removed and the turbine blades cleaned on an annual basis. The
impeller side of the turbocharger is not recommended to be
leaned using a wet wash while the engine is running or using
2can hulls or walrlut hulls because all of these items end up
_In the combustioncharnber resulting in rnilJor The con-
at the turbo at the time of lnspectlon will dictate tIle
TURBOCHARGER
necessity of changing inspection periods. If it is dirty or out
of balance at 6 month intervals, inspections might have to be
increased every 3 months. The main point is to maintain a
cleaning and balanced rotating assembly at all times.
The turbocharger is a very expensive part of the engine
and unlike the engine, operates at very high speeds under full
load conditions. The average operating speed is 16 to 24,000
rpm. The turbocharger requires a different maintenance concept
than the engine because the engine operates a maximum of 900
rpm.
It is not recommended to try to extend the life of the
bearings, bushings, and seals on turbochargers. These items are
automatically replaced during annual inspection/overhauls. The
expense of bearings is minimal when compared to the cost of
replacing a rotor assembly.
Figure 30 may be referred to while reviewing the basic
components and operation of the turbocharger .
....
FIGURE 30
TURBOCHARGER
..!II; !
. .. ,'.' . .. ,
-
TURBOCHARGER
Turbine Housing & Nozzle Ring: The exhaust gases from the
engine enter the turbine exhaust housing through a speed con-
trol device called a nozzle ring. Nozzle rings are sized to a
given engine model for the elevation, based on the required rpm
for the rotor to rotate so as to supply the required air to the
intake manifold. The narrow passages between nozzle ring blades
make it very susceptible to damage from any foreign particles
coming through the engine and into the exhaust manifold. If the
item gets by the nozzle, the turbine will be the next item dam-
aged.
Anytime a nozzle ring ~ s replaced, be sure to replace it
with the same part number that is stamped on the face. A nozzle
ring with a different flow area may be changed by bending the
fixed blades but should be done by a service facility with
qualified experienced personnel.
Rotor Assemblv: After the exhaust gas passes through the
nozzle ring, it is deflected against the turbine blades, caus-
ing the rotor assembly to turn. The larger the volume of
exhaust gas the faster the rotor assembly turns. The rotor
assembly in turn drives an impeller (or blower), which com-
presses the inlet air. Whenever damage is detected on a rotor
assembly, it is recommended that it be completely rebuilt at a
speciality shop. It depends on the damage, but in most cases
rotors with shaft wear and/or bent, broken blades can be
rebuilt for less than half the original cost. In the rebuilding
process, the turbine blades should not be repaired by welding.
Bad turbine blades should be replaced.
The complete rotor assembly is both statically and dynam-
ically balanced. It has punch marks for locating each part for
reassembly. The basic components of the rotor assembly is the
turbine wheel (disc), shaft, impeller, nose piece and two
slinger rings.
Intermediate H o u s ~ n Q & Bearings: The rotor assembly is
supported by oil lubricated, tri-metal bearings located in the
intermediate housing. The lube oil enters the water cooled
intermediate housing through a tube which is sealed at both
ends. Lubrication is pressure fed to the bearings and then
gravity flows to the bottom of the turbo where it is piped back
into the engine crankcase.
Seals around the oil tube prevent the transfer of
oil/water to and from one system to the other. The lube oil
pressure to the turbo is normally greater than the water pres-
sure so if a seal leaks around the oil tube, the normal detec-
tion would be lube oil in the expansion tank. Every time the
turbo is in for a major overhaul, the oil tube seals should be
checked and replaced as required.
63
TURBOCHARGER
Cooling water enters the intermediate housing at the b'
tom, cools both the intermediate and exhaust ends, exits at _,Ie
top and returns directly to the engine thermostat assembly.
Bolted to both the turbine end and inlet end of the inter-
mediate housing are two labyrinth oil seals. These seals run on
the rotor oil slingers and prevent the passage of oil out of
the bearings into the exhaust or inlet.
Turbochargers are furnished with a bearing insert tool
which fits into the I.D. of the bearing and through a stud and
nut arrangement actually pulls the bearing into the intermedi-
ate housing. The bearings are marked so they can be lined up
with locating pins. Once the bearings are in place, they are
held in the housing by an interference fit of approximately
.001. Experience indicates that each time a bearing is pulled
into place, with this particular tool, metal is scraped from
the O.D. of the bearing; therefore, once it is in place it ends
up with an even or loose fit. Once the bearing gets loose, even
though it is held in place with the small locating pin, the
chances are good the rotor assembly will be damaged. Todays
recommendation is that these bearings be frozen and dropped
into the intermediate housing.
Blower Inlet Casing: The blower inlet housing is designeQ
so it can be easily removed to inspect and clean the impeller
It is recommended that a flexible connection be installed bl
tween the air cleaner and turbo to facilitate cleaning and to
eliminate the possibility of a distorted blower inlet casing.
Any distortion on the blower end of the casing may cause damage
to the defuser and/or rotor assembly.
GOVERNORS
Mechanical: The old mechanical governor operates on a fly-
weight principle and is gear driven off the front of the
camshaft. The faster the drive gear rotates, the further the
weights are forced outward. The center part of the fly weight
lifts as the rpm increases, and in turn changes the position of
the lever, which through the linkage and air-fuel system, con-
trols engine speed. To increase engine speed the spring pres-
sure is decreased. This is accomplished by backing off on the
adjusting screw. To decrease engine speed tighten down on the
spring.
The advantage with this particular type governor is
strictly cost. It is a less expensive design than the more
sophisticated hydraulic governors. In addition, it does not
have an adapter drive assembly that is required for the other
type governors.
SPEED
CONTROL
SHAFT
- - - - - - . ~ _ . _ - - _ ...
GOVERNORS
The disadvantage with the mechanical governor is that it
is not as speed sensitive as hydraulic governors. The capable
speed control is no better than 10%. But even with the dis-
advantages, mechanical governors have been used for years and
still remain on many engines. From a normal maintenance stand-
point, only the bearings require replacement. If complete
reconditioning is required, an exchange governor is required to
decrease the amount of down time. The design is so simple that
the mechanical governor does not have to be repaired in a spe-
cialty shop.
Hvdraulic: Conversion kits are available to convert from
mechanical to hydraulic governors. The standard method of con-
version is quite extensive because the camshaft drive hub
assembly, the governor drive gear, a governor drive adapter
assembly must be added, in addition to the purchase of a hy-
draulic governor. So the cost of conversion is quite high.
Governor adapters are available, however, thereby only requir-
ing the installation of the adapter and new governor.
TOP COVER
FIGURE 31
GOVERNOR
65
GOVERNORS
Most engines today have hydraulic governors manufacture-
by Woodward. The two basic types are UG8L and PGA models. T h ~
PGA governor has an internal air control feature whereby speed
can be controlled through a remote signal, holding either com-
pressor suction or discharge pressure constant. Figure 31 is a
UG8L governor. This is a lever type governor that can be fitted
with a pneumatic actuator so speed can be remotely or automati-
cally controlled with an air signal.
The UG8L governor is simple, as far as operating adjust-
ments and servicing. The lubricating oil is contained within
the governor. It should be 30 weight and in most cases the same
oil that is used in the engine is used in the governor. In some
cases, however, transmission fluid is the oil used in the gov-
ernor. In comparing the two types of oils the opinions vary.
With a good quality lube oil, such as a single grade 30 weight,
it provides sufficient lubrication throughout the hydraulic
system and through all the various wear components internally.
The basic problem with straight mineral oil is that varnish
builds up over a period of time and requires that the governor
be disassembled, cleaned and tested. This is normally done in a
specialty shop. When transmission fluid is used, the varnishing
problem is solved but the lubricity of the oil is not suffi-
cient and a high wear rate on the parts is experienced.
When changing out a governor the following procedures
should be observed.
1. The drive coupling and drive shaft should be checked
for wear.
2. The governor should be properly mounted on the engine.
Mounting surfaces should be smooth and flat. A paper
gasket should be installed between the base of the gov-
ernor and the mounting base and the UG-8 governor bolt-
ed down with no side load on the driveshaft.
3. Fill the governor with oil to the proper level as seen
in the sight glass. The oil should be clean and free of
air bubbles.
4. The linkage, (fuel or air) should be properly connected
by following the instructions in the Superior parts
manual. The linkage should use approximately 2/3 rds.
of the total governor travel or stroke to go from no
load to full load. There should be no binding in the
linkage.
5. Make sure that there are no air leaks or blockages in
the air supply line to the pneumatic actuator and that
the proper air pressure is being supplied.
6. The compensation setting and the needle valve must be
adjusted properly for optimum governor response.
GOVERNORS
The governor holds approximately 11/2 quarts of oil. The
governor oil is both a hydraulic oil and a lubricating oil and
must be clean. Dirty oil causes 50% of all governor problems.
The recommended continuous operating temperature of the oil is
140
0
F to 200
0
F. The oil temperature can be measured on the
outside lower part of the case. The actual oil temperature
internally will be approximately 10
0
F warmer.
Some minor operating adjustments required with the UG8L
are as follows. The first adjustment uses the compensating nee-
dle valve and compensating adjustment pointer to eliminate air
from the governor, which may create a surging or hunting effect
causing an unstable linkage control. With the compensating
adjustment pointer in the minimum position, (open) slowly turn
the compensating needle value in a counter clockwise direc-
tion,allow the engine to hunt or surge for about one-half
minute. This procedure runs the governor hydraulic valves
through their full cycle and bleeds the trapped air from the
system. As the compensating needle valve is turned clockwise,
the governor will become more stable and stop surging. Check
the position of the compensating needle valve screw. Next slow-
ly turn the screw until it seats. The screw should then be
turned open so as to be approximately within one-quarter turn
from seating. (From zero to one-quarter turn opening is the
normal position for the compensating needle valve.)
~ If the governor fails to stabilize prior to seating, it
will be necessary to increase or raise the compensating adjust-
ting pointer two divisions toward the maximum position and
repeat the previously outlined steps. This procedure will en-
able the governor to react faster on installations where
engines driving generators see a sudden load change. Under
these conditions the governor has to grab the load without los-
ing cycles. To hold the load the compensating needle valve must
be In a minimum position and the governor stable.
On compressor units the normal method of adjusting the
governor is to move the pointer to maximum, then make the com-
pensating needle valve adjustment to get the air out. It is not
necessary to set the pointer at the minimum position because
compression units do not normally have sudden load changes. The
governor does not have to react fast on this type of applica-
tion, since the most important thing is stability.
The next setting that must be made is the low speed stop
screw adjustment. When the governor receives a minimum air sig-
nal, it is normally desired to maintain a minimum speed on the
engine. The low speed stop screw is located at the top of the
front control panel. A lock nut and screw are used in the
adjustment to obtain a minimum speed setting. l'he goverrlor
67
GOVERNORS
shaft, when it is decreasing in speed, will turn counter clot
wise. The low speed stop lever will also turn counter clockl e
until it strikes or hits the low stop speed adjusting screw. AS
speed increases, the shaft will rotate clockwise and the high
speed stop lever will strike the high speed stop screw located
at the center left side of the front panel. The high speed stop
lever, also adjustable externally, is on the side of the gover-
nor with an adjusting screw and lockout. This adjustment will
set the governor so the engine will only come up to a maximum
speed.
The governor is a device with internal valves and mecha-
nisms which are controlled hydraulically, by removing the top
cover plate; the shutdown rod is exposed. This shutdown rod can
be lifted by hand to bleed the internal valves and the governor
will go to zero speed. The opposite happens if the rod is
pushed down. As a backup to the high speed stop screw, adjust
this rod at maximum speed so it is just starting to bleed off
oil; then if the speed increases past the setting, this rod
will unseat the valves and the governor will hydraulically
return to a lower speed setting, for additional maximum speed
protection.
MAINTENANCE
o
o 0
0
0
0
0
0
0
0
,
0 0
Q

0 0
0 00
00
00 0
The air-fuel system maintenance program should make sure
the engine is supplid with the design volume of clean air at
all times. The fuel supply system should also be clean, dry n.
of design heating value. Both the air and fuel must be prop, y
mixed and the controls properly set and balanced to distribuLe
the load evenly throughout the engine. The governor and linkage
portion of the control system should be capable of maintaining
the required air-fuel mixture throughout the operating range of
the engine. Once the controls are properly set they should be
left alone, with only the necessary adjustments made for unit
protection. One of the biggest sins associated with the opera-
tion and maintenance of medium speed engines is tinkering with
the adjustment of balancing valves to compensate for poor per-
formance of a cylinder, and then overloading power cylinders
performing at design horsepower.
FIGURE 32A
BEDPLATE
BEDPLATE ASSEMBLY
GENERAL
Having completed the discussion on systems, an engine will
now be assembled starting with the bedplate (base) assembly.
For the purpose of this review, the bedplate assembly will con-
sist of the bedplate, bearings, crankshaft, flywheel and
starter.
BEDPLATE
As shown in Figure 32, the bedplate on Superior engines is
cast iron and is heavily ribbed to form a rigid structure to
support the remainder of the engine.
The first machine operation on the bedplate is to mill the
bottom or the feet. This machine surface is used as a refer-
ence for establishing the centerline of the crankshaft, all the
way up and including the top of the cylinder block. This is
important because this is the same machined surface that is
used when it comes to aligning the unit properly. In some of
the higher speed engines the crankshafts are mounted as an
integral part of the cylinder block. Superior V and Inline 825
model engines have bedded crankshafts.
The next machining operation of major importance is line
boring the bedplate and bearing caps for the crankshaft.
r,
-
, ,
~ ,
~ ~
~ .
~
r--
lEi
=-
t:
;::1
u:==
0 ,b C 0 0 0 0 0 c 0 0

.
~
a::=
0
n
c
on
.
ce:=
=.1
($
0 0 0 0
~ : D
~
./
'--
I
FIGURE 32B
BEDPLATE
69
BEDPLATE
Machining repairs on bedplates, in the field on the o r i ~
nal engine, must be done properly. These are transverse mer rs
which are tightly fitted with bearings to support the crank
shaft.
On an Inline engine there is always one more main bearing
than the number of power cylinders. On a V 12 engine there are
seven main bearing saddles. V 16 engines have nine main bearing
saddles.
The bedplate must be properly installed because with a bed
mount crankshaft any distortion, due to torquing of the skid or
the foundation bolts, will be passed directly to the crank-
shaft. During the torquing process it is important to dial
indicate the pull-down at each hold-down bolt. Any pull-down
greater than 3 thousandths requires shimming.
The bedplate is an expensive part of the engine. Bearing
failures can result in the bearing rotating within the saddle.
When this happens, heat transfer is experienced to the point
that the bearing bore becomes distorted. Normally the bearing
cap sides will pull in toward the shaft. Repairs of such fail-
ures must be done by an experienced machine shop.
The repair processes requires that the outside of the cap
be built up to fit the base. The next thing that is required
to mill off the bottom of the cap at the base side of the p->
ing line. This drops the centerline of the cap bore so the m-
plete assembly can be line bored. If lined bored properly, all
saddles will be in line within .0015.
Anytime the crankshaft is out of the bedplate, the bearing
caps should be reassembled and torqued. The bore of each saddle
must then be "miked" and checked for straightness to be assured
that there is no distortion. Even when no bearing failure has
been experienced, a crankshaft can be damaged or broken at the
next start-up. So everytime there is an opportunity, the bed
section should be checked.
It is important to remember that when the bedplate is line
bored at the factory, the bearing caps have a rough cut bore.
First the caps are machined to fit the bed, then the complete
bedplate is machined or line bored with the caps in place. The
caps are numbered at each journal. Anytime a bearing cap is
removed or a bearing change is made, it is important to mark
and put the cap back in the original position. Normally, the
caps a r ~ numbered from 1, consecutively, starting opposite the
flywheel end. The cap number is stamped on the port side of the
cap and the same number is stamped on the port side of the bed-
plate. In effect these numbers are match marks. Unfortunately,
BEDPLATE
the bedplate number can only be seen with the cylinder block
off. The caps must be put back in the same manner as were
removed, not only in the same place, but in the same position.
The bedplate should also be inspected for cracks between
studs or fretting between the caps and the bedplate. Also, dye
check for cracks or heat checks in the bedplate at the main
bearing saddles and web adjacent to the main bearing bore.
Under no condition should parts be reassembled with possible
evidence of distress or distortion.
The bedplate is also machined to accommodate the lube oil
manifold and passages are drilled into each main bearing area
from the oil header connection. After bedplates have been vat-
ted and steam cleaned, these drilled passages should be blown
out with air and checked to make sure there are no obstruc-
tions.
BEARINGS
The bearings that are recommended for medium speed engines
are Tri-metal bearings. A Tri-metal bearing is a prefinished
precision made steel backed component lined with an appropriate
bearing material that is capable of withstanding the applied
load and be compatible with the crankshaft. This particular
type of bearing offers the best service to engines operating in
a dirty environment commonly associated to an oilfield instal-
lation. The Tri-metal bearing will withstand higher levels of
built-in dirt particles, oil borne contaminants, and misalign-
ment than aluminum bearings. The load carrying capability of
Tri-metal bearings is a little lower than aluminum, however,
its ability to operate in the oil industry environment makes
the Tri-metal bearing the preferred bearing in most applica-
tions. The dirt that normally would embed into the overlay of a
Tri-mental bearing will start wiping an aluminum bearing. The
wiping effect will cause the aluminum bearing to get hot and
will have a tendency to bond to the crankshaft resulting in
extensive crankshaft failures.
The various layers of a typical Tri-metal bearing are
shown in the following sketch.
FLASH
OVERLAY
INTERLAYER
LINING
STEEL
71
BEARINGS
STEEL: Bearings are steel backed and the lining is bone
to the steel.
LINING: Provides high load carrying capacity and comforma-
bility, corrosion resistance and durability at operating tem-
peratures.
INTERLAYER: Generally reduces the wear rate and increases
the corrosion resistance of the overlay.
OVERLAY: Provides better comformability and embeddability
characteristics and improves the wear rate and bearing life.
Crankshaft wear is also reduced.
FLASH: Applied to the bearing bore and back for protection
against corrosion prior to the installation of the bearing.
The proper installation of the main bearings and the vari-
ous items that should be checked during the installation is of
major importance. There are two types of main bearing designs.
There is a dowel type, which is the standard for the older
Superior engines, (prior to 1972), and the tang type which are
standard for late model engines. It is important to note the
type of bearing that is installed in each engine. One reason
for this is when changing bearings in a engine without removal
of the crankshaft, a bearing removing tool is used to roll t p ~
bearings out of the saddle. If the bearings are of the tang
type the bearing must be rolled out from the opposite tang
side.
During the installation of tang bearings, the bearing must
be properly aligned and located to where the tang is in the
center of the machined recess portion of the bed.
It is also very important that while the bearings are
removed from the saddle and prior to installation, that the
shaft and bearing saddle is free from foreign particles of any
type. Dirt between the bearing and saddle will distort the
bearing and decrease the life of the bearing. It could possi-
bly create a major failure shortly after an overhaul. The
crankshaft and bearings should be cleaned and properly lubrica-
ted with lubri-plate or lube oil prior to installation.
On dowel type bearings, the dowel pin is always located in
the main bearing and connecting rod caps. This type bearing,
after the lower half is installed (or rolled into position), is
aligned with the upper half of the bearing. Since there is no
locating tang, the lower half of the bearing could be rolled in
improperly and could be resting on the fillet of the crank-
shaft. So prior to torquing, use a screw driver to slide the
bearing over to obtain proper alignment with the top half.
After installation of the bearings the caps must be properly
torqued by a stagger type torque method.
e
I
BEARINGS
The bearing saddle adjacent to the flywheel, will always
contain the thrust bearing. On Inline engines the thrust bear-
ing is of a flange design while on the V engine two thrust
rings are installed along with a standard main bearing. After
the bearings are installed, design crankshaft thrust is normal-
ly .005 to .010 inch. The thrust bearing is always in the lower
half except on the model G5l0 engines where both halves of the
saddle adjacent to the flywheel are thrust bearings.
All bearing wear is a result of the function of the parti-
cular engine, conditions under which it has been operated, and
the lubrication it has received. These are the evaluations
which the mechanics must be able to make to determine if bear-
life is satisfactory.
There are four methods available to the mechanic for
checking and inspecting bearings.
Oilflow: Quite often the engine or compressor will be
equipped with a sufficiently sized pre-lube pump to permit
inspection of bearing leakage, which is a good means of deter-
mining suspected bearing wear or increased clearance.
Bump Check: Another way of checking bearings is the "bump"
checking method. This method requires some practice and care,
but properly used, it can be a valuable tool. To perform this
operation, the following items must be kept in mind.
Dial Indicator - __......
to 1fIeure
Clearance
.... in
Cap
.Jack
Wood Support --!=f----:
to distribute
load in base
FIGURE 33
MAINS RODS
BEARING CLEARANCE
73
BEARING
(1) Main Bearing - See Figure 33. First, be assured that
the shaft on the particular main bearing to be c h e c y ~ ~
is lying in the saddle. This can be done by applyin
air to the cylinder with the piston on TDC, on the
power stroke or using a jack or port-a-power inside
the frame to load the shaft.
NOTE: Lock the flywheel to prevent rotation when
performing this check.
Evidence that the shaft is not bottomed in the saddle
is an indication of possible misalignment and requires
further investigation. However, near the flywheel end
of the engine, the shaft may tend to lift out of the
saddle due to flywheel weight, so this phenomenon is
not always an indication of misalignment.
When applying air or jacking downward and the shaft is
out of the saddle, the dial indicator will start to
read the movement. After the shaft "bottoms", the dial
will stop; however, continued jacking can cause the
dial to again start to move, but at this point the
shaft will be deflecting. Stop jacking when the dial
indicator stops reading, to prevent damage to parts.
If no movement is noted with moderate jacking force or
40 psi air pressure (applied in 10 psi steps), then it
can be assumed that the shaft is down in the saddle.
Next zero the dial indicator and remove the air pres
sure on the cylinder.
NOTE: 40 psi is usually adequate for this check, but
where heavy flywheels are employed or where
severe misalignment is encountered, it may be
necessary to go higher.
When jacking up on the shaft, at some point the dial
indicator will stop; further jacking will start the
indicator reading again but now the shaft is deflect-
ing. Caution: It is possible to damage parts or punch
a hole in the base, so jacking should cease when the
indicator stops the first time. The dial indicator at
this point will indicate the total bearing clearance
which should be .004 to .008 inches.
(2) Rod Bearing - It is easier to check rod bearings if
they are resting on the upper shell. All that is
required is to roll the engine until the piston
approaches TDC on the compression stroke (do not cross
TDC or the piston may tend to hang on the rings). Then
install a jack as shown in Figure 33 and jack the rod
4+.... 1.&3&.&);
74
-
BEARING
up until the dial indicator stops which is the total
clearance. Design rod bearing clearance is .003 to
.007. Stop jacking when the dial indicator stops mov-
ing, because further jacking could result in damaged
parts or punching a hole in the base.
The procedure outlined above can also be applied to
Compressors.
Plastic Gauge: Plastic gauge is sometimes used to check
bearing clearances. It may be used with good results on rods
but should not be used on main bearings. If it is "humped" out
of the saddle, erroneous readings of main bearing clearances
can result, because the plastic gauge will yield before the
shaft deflects. Plastic gauge cannot be used to read main bear-
lng clearance on "underslung" crankshafts.
NOTE: Under no conditions should lead wire ever be used
because it damages the bearing surface.
Visual Inspection: The best method of checking bearings is
to physically remove and inspect. First inspect all
ledges and the bottom of the base (if the oil has been drained)
for evidence of metal particles. A magnet can be used to deter-
if any particles found are babbitt, iron or steel chips.
Care should be exercised in removing the bearings and the
.. tools must be used to avoid damage and "nicking." The
should be inspected for wear or evidence of dirt. In
addition, the bearing should be checked for cracking, flaking,
fatigue, corrosion and wiping; any of these items which have
progressed beyond the earliest stages will require replacement.
The babbitt overlay should be at least 60% intact.
Bearing thickness should be checked to be assured they are
within specification and do not exceed allowable wear limits.
In addition, thickness of each new bearing shell should be
checked before installation.
The back and mating edges of the bearing should be in-
spected for evidence of "working". The backs of the bearing and
the bore which holds it should be inspected for trapped dirt.
Metal transfer or high spots must be removed from bearing bores
by scraping smooth before installing new bearings to prevent
early failure and possible shaft damage.
Whenever possible engine or compressor bearings should be
100% inspected. Further, if the unit has suffered a bearing
failure or a complete overhaul is anticipated, the importance
of a complete inspection is evident. A 100% bearing check means
75
BEARINGS
that all rod and main bearings are to be removed and i n s p e c t e ~
as outlined above.
In fact, all good preventative maintenance programs on a
periodic basis would include a visually inspectiory of the bear-
ing at the flywheel end, one at the center of the 'engine and
one at the front end. Bearings should be spot checked on an
annual basis. On the next bearing inspection, pull the bearings
on the next throws to those previously inspected so eventually
all bearings are visually inspected.
There is one thing that should always be remembered when
checking bearings, that is which half is the loaded half. It
will always be the upper half of the rod bearing and the lower
half of the main bearing. Always inspect the loaded half of the
bearings.
The procedure used to remove bearings results in a force
applied to the bearing through the removal tool that may dis-
tort the bearing; therefore, the bearing crush may be disrupt-
ed. It is not worth the gamble to re-use a bearing, even if it
is found to be in good condition.
When checking bearings always record dimensions and
observe condition to provide evidence of alignment, dirt prob-
lems, and cap fit. Once a bearing is removed, it is recommendec
that it be replaced. It is also recommended to always replac'
both halves because of the crush factor.
Bearing Damage: The causes of bearing failure is often
times quite difficult to determine. The bearing design, manu-
facturing technique, etc. can be at fault but in a very large
percentage of cases the cause lies with an extraneous source.
The purposes of our next discussion is to appraise the mechan-
ics and operators of the classic causes of bearing damage or
failures so proper decisions, as to corrective action, can be
made.
Anytime bearing damage or failures are experienced or any-
time bearings are removed, it is important to identify and mark
the bearings so that at a later date, their condition can be
reviewed and compared so cause of failure can be determined.
Mark which is lower half, which is upper half, and the saddle
or rod number.
The classic causes for bearing damage and eventual failure
are as follows:
(1) Dirt Contamination - In excess of 50% of all bearing
damage is directly related to dirt contamination.
Dirt is defined as any extraneous material, be it
FIGURE 35
MISALIGNMENT
FIGURE 34
DIRT CONTAMINATION
ferrous or non-ferrous. These contaminates can come
from the combustion process, be a part of the assem-
bled crankshaft, bearing, engine or compressor, or be
entrained in the oil through breathers, strainers, or
filters. The most common result is abrasive scoring as
shown in Figure 34. The recommended corrective action
is to flush the lubrication system, change oil, or
filter elements.
(2) Incorrect Assembly - In excess of 25% of all bearing
damage can be attributed to incorrect assembly. In
the assembly process, it is important to make sure
that there is no foreign particles between the bearing
and housing, the interference fit is correct, there is
no mis-alignment, and the correct bearing half is
installed. Figure 35 is an example of bearing damage
due to misalignment. Note how the bearings are worn
toward one edge.
The next most common assembly error is a particle on
the bearing a.D. distorting the bearing and pushing it
into the shaft; therefore, eliminating clearance,
causing a hot spot. The recommended corrective action
is to correct mis-alignment, investigate and correct
interference problems, and make sure housings and
bearings are properly cleaned.
77
BEARINGS
FIGURE 36
WIPING
FIGURE 37
CORROSION
(3) Pre-Lubrication - The next major cause of bearing
damage on Superior Engines and Compressors are wiped
surfaces due to inadequate lubrication at start-up.
Wiping of a surface is evident when surface rubbing,
smearing or melting is evident. This can be caused
by inadequate clearance (bent shaft), fast loading,
or inadequate or poor lubrication when the engine
is first started (as discussed under the Lubrication
System). Figure 36 is an example of wiping of a bear-
ing surface. The recommended corrective action is to
add a pre-lubrication system and to reduce load at
start-up.
(4) Corrosion - corrosion of the lead in copper-lead
and lead-bronze alloys is caused by acidic oil
oxidation products formed in service. Examples
include contamination of the lube oil with water
coolant or the decomposition of oil additives. Figure
37 is an example of corrosion damage due to ethylene
glycol attack. The recommended corrections are to
run an oil analysis, stop water leaks, and flush,
as discussed under Coolant System.
7
BEARINGS
FIGURE 39
FATIGUE
FIGURE 38
CAVITATION
(5) Cavitation - Cavitation 1S an impact fatigue attack
caused by the formation and collapse of vapor bubbles
in the oil film. Normally, the harder the bearing
surface the greater its resistance to cavitation.
Discharge cavitation is exemplified in Figure 38
caused by a rapid collapse of vapor bubbles in the
clearance of an unloaded bearing half. Corrective
action includes increasing oil pressure, reducing
clearance or changing to a harder bearing material.
(6) Fatigue Cracking - This is caused by dynamic loads 1n
excess of the fatigue strength of the bearing materi-
al. The fatigue strength of lead-based overlays are
greatly reduced when bearings are subjected to high
temperatures. Engine overloading, compressor unbal-
ance or un-cylindrical shafts are classic examples
which result in damage due to fatigue cracking, as
shown in Figure 39. Recommended action include cor-
recting balance (which is discussed under compres-
sors), mis-alignment and causes resulting ln an over-
load condition.
79
CRANKSHAFT
Medium speed engine and compressor crankshafts are die-
forged from a solid billet of high quality steel and accurat J
machined. As discussed under the lubrication system, oil pas-
sages are drilled from the center main bearing journals to the
center of crankpins to lubricate rod bearings and to carry oil
up through the rod to the piston pins and pistons. As indicated
in Figure 40, the forward end of the crankshaft is extended for
auxiliary and camshaft drives. The rear end of the crankshaft
has an integrally forged flange for the flywheel and power
take-off. Oil throw rings are machined on the shaft in-between
the thrust bearing flange and power take-off flange to prevent
oil from escaping around the shaft and rear end cover.
probably the most important thing to remember is that any-
time a bearing is pulled because of a failure, a complete
crankshaft inspection must be performed. This includes the fol-
lowing:
(1) Inspect the crankshaft for evidence of dirt scratch-
ing. Indications of this sort requires an investiga-
tion of the filtering system.
FIGURE 40
CRANKSHAFT
(2) The journal should be dye checked. Particular atten-
tion must be given to the fillets and the oil holes
but the complete journal should be dye checked. The
are three basic reasons for this.
CRANKSHAFT
(a) Small defects can be detected and "dimpled" out
in many cases to renew the integrity of the
shaft. The stoning of "high spots" is not good
enough.
(b) When unrepairable cracks are found, the shaft
must be replaced. This will avert a complete
failure which could result in serious tear-up
and damage to other parts.
(c) If nothing is found, the shaft integrity of that
particular journal is assured based on the
inspection. The above recommendations are merely
good maintenance practice. All medium speed
engines are subject to shaft failure, and any
thing that can be done to insure shaft quality
should be adopted as standard. Dye check is so
easy to use. There is no excuse for not taking
this precaution; after dye checking, all evidence
of the dye check should be removed with suitable
solvents.
(3) It is sometimes necessary to determine whether or not
the crankshaft is bent. Serious wrecks, hydraulic
lock-ups, or completely wiped" bearings are typical
failures which could either lead to a bent shaft or
be caused by a bent shaft. Main journals may be
checked by dial indicator but the following should be
kept in mind:
(a) When rolled, the crankshaft will tend to crawl
up and slide down in the mains. Use a grease
pencil to mark the starting point on each jour-
nal and zero the indicator at the start. Be sure
the spark plugs are removed or the compressor
valves removed on the compressor.
Roll the shaft through three complete revolu-
tions and record the readings each 90. Some
variation will be noted due to the "crawl"
effect described above, but in general, the
readings for each of the three runs should be
consistent, regardless of the results. Remember,
the shaft is flexible and it is not being turned
between centers, or in V blocks,so some varia-
tion is to be expected.
(b) At the flywheel end, the shaft may tend to lift

out of the saddles; therefore, readings in this
area are in general more erratic. It is good
practice to loosen all chains and belts. This
is especially true when they are adjacent to the
81
CRANKSHAFT
journal being checked.
(c) This discussion should indicate that while it
may be quite easy to detect a badly bent shaft,
it is sometimes very difficult to detect slight
bends. Shafts which continually "wipe" bearings
certainly make a bent shaft suspect, and a thor-
ough inspection of the whole assembly would be
in order.
Bent crankshafts can be repaired by removing the shaft and
penning or preferably by placing the complete crank in a vat,
heating it, and applying force to straighten.
Most major problems with crankshafts are caused by either
bearing failures or by mis-alignment (which also contributes to
bearing failures). Based on experience of inspecting many bro-
ken crankshafts over several years, Superior shafts tend to
fail in bending not in torsion. Mis-alignment is the main cause
in excess of 90% of the failures. The integrity of the crank-
shaft forging is not normally the cause of failures.
Properly reconditioned crankshafts, chromed mains and rods
back to standard, are as good or better than new shafts. The
first thing that must be done is to assure that the core is
good. This is done by a 100% magnaflux inspection. Cores with
small cracks and heat checks can be repaired by welding by re-
putable firms with experience in the correct procedure. Weld
crankshafts, however, are not recommended for installation iI,
Superior Turbocharged Engines. The optimum amount of chrome
build-up on mains and journals is .020 inch.
TORSIONAL VIBRATION PAMPNERS
Vibration dampners are installed on the front end of the
crankshaft behind the front end cover on (6) cylinder inline
engines and (12) (16) cylinder vee engines. The purpose of
vibration dampners is to dampen the critical crankshaft tor-
sionals and to control the flexing of crankshaft vibrations.
They also extend the life of auxiliary drive systems including
gears, chains, and chain drives for camshafts, water pumps,
lube oil pumps etc. The dampner case contains free floating
parts with very close tolerances and a viscous silicone fluid
providing the dampening effect.
The life of the dampener is dependent on the various oper-
ating conditions and unit application. Some of the problems
experienced in the past are:
1. Outer case damage resulting from rough handling during
shipment or installation.
TORSIONAL VIBRATION DAMPNERS
2. Bearing wear which will contribute to wear in other
parts due to an increase in clearances.
3. The loss of the viscous silicone fluid caused by break-
ing the seal.
4. Due to time and temperature the viscous silicone fluid
will break down and turn to a granular powder.
Because of the above mentioned problems it is recommended
that vibration dampners be replaced after 35,000 operating
hours. The front end cover must be removed to gain access to
the dampner.
Test equipment to test vibration dampner ln the field is
not available.
FLYWHEEL
The offset of the forces of reciprocating components and
events of combustion are counteracted by use of flywheels. The
flywheel inertia effect assists in uniform speed, acceleration,
or deaccelleration of the engine. When attaching flywheels to
crankshafts inspect the holes in the flywheel and shaft for
"fretting" or elongation; inspect the fitted bolts; install
with match marks together so that the timing marks will be cor-
rect, and torque the bolts.
An item that has created some problems in the past is the
flywheel ring gears. Superior ring gears have an interference
fit with the flywheel of approximately .040. For proper en-
gagement of the external starter bendix, the tapered gear side
of the ring must be installed toward the cranking motor. Ex-
cessive number of start-ups and/or start-ups during cold weath-
er result in most ring gear damage. Old style flywheels can be
machined to accept ring gears when converting from internal to
external air starting.
STARTERS
The most common starting system on medium speed engines is
the external air or gas pneumatic cranking motors. The starter
is driven by forcing air or gas through a vaned rotor. Speed
reduction gears drive a bendix mounted on the rear of the motor
that engages into the flywheel ring gear. When the cranking
motor reaches a fixed rotating speed, the bendix disengages.
One of the most important items is to make sure the starter is
properly aligned and properly mounted. After alignment is
checked the bracket must be dowelled to the bedplate or bracket.
There are two basic
engines. The old system,
types of starter systems on Superior
or the original system, was internal
83
\
STARTERS
FIGURE 41
STARTER
air start. The start valve for this type of system is l o c a t e ~
on the front of the engine near the governor. By pulling a
lever, air is admitted to each power cylinder in a normal fir-
ing sequence and rotation of the engine is achieved. The disad-
vantage with the internal air starting system is the required
maintenance of components, equipment that is required, such as
air compressor, air starter tanks, etc. The other disadvantage
with the internal air starting systems is the air admitted to
each cylinder must be dry because wet or moist air entering the
power cylinder will result in fouled sparkplugs.
The external air starting system offers several advan-
tages. One, wet air is not admitted into the power cylinder.
Secondly, the engine may be started with only 150 psi of air
pressure and if air is not available, fuel gas may be used.
This system also simplifies repair of heads, camshafts, and
reduces maintenance costs. Kits are available for the conver-
sion of all older units to external air starting.
Figure 41 is a cut-away of a typical cranking motor. One
of the major repair items is the vanes, part of the rotor
assembly. Damage to the vanes is normally caused by improper
8
STARTERS
lubrication and foreign particles getting into the system, such
as rust flakes or sand during start-up. It is important to fil-
ter the air or gas that is coming into the starter. A lub-
ricator in the inlet line provides lubrication to the vanes
which reduces wear, but over a period of time the vanes will
have to be replaced.
At the end of the starter bendix shaft, there is either a
bronze bushing or a roller bearing. It is important that this
bearing surface be lubricated on a periodic basis. During long
periods of cranking or repetitive cranking, the end of the
starter will get very hot. It is therefore necessary to let the
motor cool down and then make sure the bushing is properly
lubricated.
In some cases starters are shipped with new engines that
were not lubricated with grease in the bearing area. It is
important that the front and rear motor housing have vented
type grease inserts so they can be manually lubricated on a
periodic basis and prior to every start-up.
85
CYLINDER BLOCK ASSEMBLY
For the purpose of this discussion the Cylinder Block
Assembly will consist on all the remaining items of the e ~ ne
exclusive of the Systems and Bedplate Assembly previously
reviewed. Specifically, this assembly will include the block,
covers, liners, connecting rod, piston assembly, heads, valve
train, ignition system, and exhaust manifold.
GENERAL
The cylinder block as shown in Figure 42 is cast of high
alloy cast iron and is designed for rigid support of the cy-
linder liners, heads and camshaft. The camshaft bearing sup-
ports are integrally cast into the block and line-bored in the
same manner as the bedplate. Removable covers offer access to
the camshaft valve train, main bearings and connecting rods.
Two problems have been experienced with cylinder blocks.
The cavitation problem and recommended corrections was dis-
cussed under coolant system. Failure due to the block cracking
in the cam bore area is prevalent on all Inline engines built
prior to around 1975. The crack begins in the cam bore area and
progresses into the web. Old block cam bore areas were designed
for a 2-inch diameter camshaft and had an integral oil passage
with little or no radius drilled into the bushing areas. This
problem is more prevalent on turbocharged than naturally aspi-
rated engines. It is recommended, when the side covers are
removed, that each cam bore area be inspected for cracks.
found early the cylinder block can be repaired by a proven
casting repair technique.
The new designed cylinder block has a 2-1/4 inch camshaft
and is "beefed-up" in the camshaft bearing area as well as
cylinder liner area.
INSTALLATION OF BLOCK TO BED
The cylinder block is attached to the bedplate with studs
and nuts. Paper thin gaskets on each side of the bearing caps
and along the outside edges are used to make an oil tight seal.
Prior to installing the block, make sure that both the block
and bed machined surfaces are clean. Apply a light coat of lin-
seed oil to both sides of the gaskets for additional sealant,
and torque the cylinder block to the bedplate in accordance
with the sequence shown in Figure 43. After being torqued the
block is then dowelled.
I
CYLINDER BLOCK ASSEMBLY
r
",I I
Line!" ODi-
. .. ... '-,
] [ r
r
.............,.,--../ '.- ........,..---:.
...,
'"
"' ....
........
...,
....
'" ....
NN
...,
N
FIGURE 42
CYLINDER BLOCK
....'"
..., ...,
00 0 00 0 00 0 00 0 00 0 00 0 00
NOO
-
N
-
NOO

- 00
N
-
1
00
N
-
N
"'I--
'"
.... ....
Nf- ....
-t-
..., ..., ..,
- - - - t-
o
'00
0"-
'00
0"-
f----
'00
0"-
r--
0 0 0
00
0 0"- 0
00
'"
.... ....
,..,
N
-
N 0"- N
,..,
'"
..,
00 0 00 0 00 0 00 0 00 0 00 0 00
"" ...
'" '"
"" ...
........
"" ...
NN
... ""
... ""
..., M
FIGURE 43
CYLINDER BLOCK TORQUING
87
INSTALLATION OF BLOCK TO BED
If there is the occasion to have to split a recently re-
conditioned V or Inline engine to remove the shaft, it migt je
of help to mention a suggested procedure. Superior engines ctre
designed so that the cylinder block, connecting rod and piston,
heads, exhaust manifold, etc. may be removed as a complete
assembly. By taking the flywheel off, plus coupling and auxil-
iary drives, the connecting rod caps can be removed. By mount-
ing brackets on the block, the rods and pistons can be held at
top dead center. Then the entire top section of the engine can
be removed intact.
CYLINDER HEAD STUDS
Old style cylinder blocks were assembled with interference
fit cylinder head studs. During the installation of this type
of stud, it is possible to drive the stud into the cylinder
block and either crack the block and/or the stud. When prac-
tical it is recommended that these old style studs be replaced
with the new design studs which have rolled threads, are necked
down to hold the torque value, and no longer have an interfer-
ence fit. After making sure the cylinder block threads are
properly cleaned, the new studs should be installed and then
torqued to the recommended value.
MACHINING LINER FIT
The procedure for machining the cylinder block castine _5
to first machine all four sides, then machine internally f
liners, etc. It is important to note that when the upper and
lower liner seal areas are originally machined it is possible
for these areas not to be exactly perpendicular to the top of
the block and not affect the engine operation, because of the
designed head to block clearance. This item is being pointed
out because a lot of shops try to re-work the upper liner seat
so that it is exactly parallel to the top of the block and not
worry about the o'ring area. Others put in upper and lower
inserts without making sure the upper seat is perpendicular to
the o'ring area. These procedures will result in a "cocked"
liner which will not seal coolant water.
CYLINDER LINER
General: The cylinder liner is of a wet type, of special
high alloy cast iron construction with a hardness of 210 BNH
minimum and has a cross-hatch design in the bore of 25 to 45
RMS at 45. The liner is sealed at the flange with a gasket at
the bottom with o'rings.
CYLINDER LINER
Anytime a piston is removed the liner should be measured
and if found to be within tolerance, honed back to 25 to 45 RMS
at 45. The purpose of the cross-hatching is to help the power
rings "seat-in" at start-up.
Some cylinder liners are honed in place, and when this
procedure is used the mechanic must make sure that no cast iron
dust, honing solvent, or washing liquid gets down into the
bearings or bedplate. This can be accomplished with a tube and
funnel seal to the bottom of the liner and piped outside the
bed. After honing the liner cross-hatch grooves must be thor-
oughly washed out with soap and water.
Please refer to Coolant System - General for the discus-
sion of scale build-up on liners and Coolant System -
Cavitation for the discussion of reconditioning cylinder blocks
with inserts in the upper and lower liner area.
UDDer Gasket & O'Rings: Originally the liner flange gasket
was made of copper and was .062 inch thick. With the cylinder
head torqued to 450 foot-pounds and an engine that operated
continuously, the gasket did a good job of sealing the coolant.
This gasket is still available for those customers whom prefer
this gasket arrangement. But due to expansion rates of copper
and cast iron, the gasket will not seal properly for engines
which are often stopped and re-started.
The next gasket design was .013 thick and was made of
stainless steel. With this gasket essentially no crush could be
obtained. Cleaning the cylinder block seating area became more
critical, and either RTV or a teflon compound had to be used to
prevent leaks. In addition, once the liner was in place, it had
to be held down with a tool until the compound dried.
The latest design is a .062 inch thick metal-backed elas-
tomer gasket shown in Figure 44. The metal used is mild steel
so the expansion problems are reduced. In addition, a 3/32 inch
thick rubber material, which is compatible with ethylene gly-
col, is molded to the 1.0. of the steel. This gasket increases
the distance between the bottom of the cylinder head and the
block, so a new thick sponge rubber head to block gasket must
be used along with the metal-backed elastomer gasket.
Before installing the liner another item should be
checked. Measure the 0.0. of the liner just below the flange
and the 1.0. of the block at the seat area. Improperly designed
liners have this clearance at a maximum which increases the
chances of water leaks. An additional suggested item to check
is the block seat area for cracks. This should be done by 100%
dye check.
89
CYLINDER LINER
FIGURE 44
LINER GASKET
As shown in Figure 44, an option that is available is a
liner with an o'ring on the flange 0.0. The o'ring is 1/8-inch
diameter and offers an additional back-up seal to the metal-
backed elastomer gasket.
Improperly designed liners also have o'ring grooves whi
are not cut to proper depths. It is important to note that ,e
block is machined straight while the depth of the o'rings vdry
based on reduced exposed pressure from top to bottom. All
o'ring groove depths should be measured. Improperly designed
liners also have o'ring grooves which are not cut to proper
depths. It is important to note that the upper most o'ring act-
ually seals in the "entering chamfer" area of the block.
Therefore, the upper most o'ring grooves's bottom diameter is
cut larger to insure proper o'ring crush and sealing tension.
Installation: Before installing a liner, the upper liner
seat and lower liner seal areas should be cleaned and checked
to make sure they are perpendicular to each other. If found to
be okay, two-thirds of an old liner, turned upside down, with a
handle attached can be used as a lapping tool. The upper liner
seat area must be perfectly smooth in order to properly seal
the coolant.
Prior to installation, lubricate the o'rings with STP or
lubriplate. As the liner is lowered into the block, care should
be exercised not to cut or roll any of the o'rings as they pass
the upper liner seat! It is also important to protect the upper
liner to cylinder block gasket. Grease may be used to attach
the gasket to the liner.
CYLINDER LINER
The liner should be lowered slowly into place until the
machined 0.0. (directly below the flange) is down in the 1.0.
of the block. At this point the metal-backed elastomer gasket
will still be visible. With a sharp object lower the gasket
down against the block seating surface. Then the liner can be
pressed into place.
Once the liner is in place, the inside diameter must be
measured to make certain the bore is not distorted. A "cocked"
o'ring will distort the bore and cause piston scuffing and/or
contamination of oil with coolant. Even though the liner 1.0.
may measure correctly, it is recommended that the lower liner
area be honed (with a stiff hone) to remove any high spots
which may exist. This measure will reduce the possibilities of
piston scuffing at start-up.
COVERS - SIDE AND END
The cylinder block has side door covers on both sides and
at the center so the connecting rods may be completely exposed,
and it also has upper side door covers around the push rod and
cam follower areas. All of these doors have gaskets. In addi-
tion, the cam bearing caps are machined and have rubber grommet
strips that are installed prior to assembly of the covers and
gaskets. After installing the rubber strips, RTV may be applied
~ t o both the cylinder block and the side cover. This acts as an
"'extra sealant. Some customers use Permetex (or some other per-
manent type gasket compound) and permanently seal the gasket to
the side cover; then, on the block side of the gasket they
apply lead or some other type of soft type gasket material.
This procedure has been successful in reducing oil leaks in the
cover area.
The upper side cover plates are of the same type of design
but there is one unique feature about the ones on the cam side
of the block. From the center point of these side covers, down
and around the bottom, there are threaded capscrew holes that
are drilled all the way into the inside of the block area. The
front end cover also has threaded holes which are drilled all
the way into the cylinder block. Anytime a threaded hole is
exposed to the internal parts of the engine they are always
contributors to oil leaks, if not properly sealed. The method
of sealing these areas, is a special washer that is recessed
for a rubber grommet insert, that will give a positive seal
when torqued. It is important that these grommets be replaced
on a periodic basis so oil leaks can be kept to a minimum.
It is recommended that all cylinder block cover capscrews
be torqued by starting at the center of the cover and working
your way out to both ends. The torque valve is approximately 50
_foot-pounds.
91
CONNECTING ROD
General: The connecting rod is shown in Figure 5 as a part
the piston and piston pin assembly. The rod bearing is of
same basic design as the main bearing and the same prevel .e
maintenance principles and inspections apply. Rod bearings
also be dowelled or tanged as discussed under Main Bearings.
Some of the connecting rods that were installed in the
older engines are considered "light rods." The
area in the rod throat was marginal and with the rifle drillec
oil passage the stress level was high. The light rods have a
one piece heavy bronze bushing in the piston pin bore. When
turbocharged engine was upgraded from 1,000 horsepower to l,le
horsepower, the light rods started breaking and inspection of
the piston pin bronze bushing revealed fatigue cracking due tc
overload or detonation. The problems resulted in the design 0:
the "heavy rod."
The new design connecting rods are of a much heavier con-
struction. The piston pin bushing is of a two piece design.
After new bushings are installed in the rod, they are reamed :
a specified size to fit the piston pin. It is recommended the'
all turbocharged engines have the heavy connecting rod. It is
also not permissible to intermix light and heavy rods because
of balance.
Inspection: After the connecting rod bearings are remc
the cap should be re-installed, torqued and the complete r
inspected. Special attention should be paid to the big b
make sure it is not "egg" shaped. the connecting rod sho.. d
also be checked for straightness. The piston pin bore thrust
sides should be parallel with the rod bearing bore thrust
sides. If a rod has thrust sides that are not parallel, it
indicates that the rod is bent and the rod must be replaced.
The connecting rod cap is match marked to the connecting rod;
the same as main bearing caps. The reason for the markings is
the rod and cap inside diameters are line bored with the cap
place. Normally the match marks are installed so they face
intake side of the engine.
Reconditioning: A rod bearing failure can create heat
which in turn may cause distortion. Rods which have been
exposed to excessive heat must be replaced. If there is no
evidence of heat, the rod can be reconditioned. The first
reconditioning step is to machine the parting edge of the
necting rod cap, which offsets the center of the bore. The cc
necting rod can then be re-bored to the original tolerances.
addition, the piston pin bore on occasion is not parallel wi:
the large bore and corrections have to be made to assure the:
they are properly aligned and perpendicular to the thrust
faces.
W P.
PISTON PIN
The piston pin lS also shown In Figure 5. It is a hollow
type design. The pin has cupped freeze plugs in each end to
retain the lube oil and is designed to transmit the maximum
horsepower from the power piston to the connecting rod. The pin
should be inspected for scratches, dye checked for cracks and
measured for wear after disassembly.
The pln has several holes drilled into the center portion
of the pin for the distribution of oil to the bushing and also
out to the edge of the pin for oil flow up into the top of the
piston.
PISTON
General: As shown in Figure 5 and in the cut-away, the
piston receives an oil supply from the pin and flows through
the top of the piston. The oil flows through the "cocktail
shaker" and gravity flows out of the piston below the pin area.
The oil being drained from the piston creates "splash" lubri-
cant for the piston and the cylinder liner.
A plug is located in the top of the piston. The plug
serves three purposes: it is used as a rough casting core
cleanout; it seals the upper oil cooling area; and, it serves
as a means of balancing the piston. The plugs are manufactured
out of different materials and have three different weights. If
these plugs are removed it is important they be installed with
the same piston. Piston weights are also maintained by machin-
ing the inside diameter of the skirt area. The original plug
design had an interference fit, and the new design pistons have
a flange. Locktite should be applied to the threads of both
designs and torqued. If the plugs are not installed properly
they can back out during operation and strike the connecting
rod and break off the top half of the piston or the plug itself
will break and fall down into the crankcase. In either case the
next event is a major failure.
Superior pistons are of a tapered design and it is lm-
portant to maintain the proper clearance between the piston and
liner at all times. The two most common pistons for the 825
series are the 10:1 and the 8-3/4:1 compression ratio. The 8-
3/4:1 ratio piston was designed for the low compression engines
(GTL), but also can be used for high BTU fuels. There are also
8-1/4:1 and 7:1 low compression pistons for the 510 series, as
well as, '7:1 pistons for the 825. The 10:1 ratio pistons have
been manufactured in a four ring design as well as a six ring
design. The four ring design was introduced with the SGT series
engines with the intent of reducing manufacturing cost and oil
consumption. These pistons are totally interchangeable and can
93
PISTON
be intermixed within an engine with no problems. All new pi
tons today are of the six ring type and have proven to be t
best design.
Another basic change that has been made during the past
few years is the method in which the piston pin is retained
within the piston. The original designed retainer was a cast
iron cap and the new design pistons use snap rings.
New pistons look black in color because of the Parker
Lubriting or phosphate coating process. This coating is a basic
part of the piston design and is functional during the break-ir:
period. It actually acts as a lubricant for the piston during
the normal thrust loading and assists in the piston to liner
seating process. There are special tools that are required to
lift the piston from the engine, and after removal a complete
inspection of rings, the piston and the ring groove dimensions
is required. Carbon build-up within the ring groove is normal.
Some other normal conditions that are experienced is
in the thrust area. Excessive scratches would be the result of
overloading or due to an unbalance of an individual cylinder.
Another major problem would be detonation. If a removed top
compression ring is broken into a large number of small pieces.
it is a good indication that the failure was caused by detona-
tion. It should be noted that the top compression ring is
available with a chromed outside edge or a moly-insert edge
Both types are acceptable and equal in performance and li"
addition to ring breakage, detonation will cause a
piston failure (cracked top) and/or cracked cylinder head.
Detonation is auto-ignition of the unburned mixture
the timed spark and is the greatest single factor involving
piston damage. Detonation is caused by several factors inclJd-
ing advanced timing, overloading, excessive oil or other
deposits in the combustion chamber and high cylinder tempera-
tures. Hot spots on the piston crown or cylinder liner or
deposits can lead to detonation due to the increase in cylincc
pressures. Proper piston temperature is regulated by a proper
cooling system and cooling system maintenance. Cooling systerc
deposits such as oxide deposits anywhere on the 0.0. of the
cylinder liner will inhibit heat transfer even though the jac}
et water temperature is normal. Deposits are formed by
erly treated jacket water which allows a corrosive layer to
build up.
Piston problems can also result from carbon type
from the fuel gas or lube oil on the cylinder liner or
These deposits can lead to detonation and inhibit normal
dissipation. Oil oxidation and nitration can cause a thick is
quered deposit to develop in the piston crown and ring area
which will inhibit heat dissipation.
4
1
e
PISTON
Another problem is carbon raking. Carbon type deposits can
form on the ring grooves and on the liner above the ring turn-
around area. These deposits inhibit heat transfer from the pis-
ton and rub against the liner wall scratching or burnishing its
inner surface.
The solution to these types of problems is to properly
maintain the lube oil system and jacket water system. It is
recommended that the oil and coolant be analyzed and the oil
changed on a regular basis. A good quality water and a proper
coolant additive package should be used.
The thrust area of a piston is normally between the third
compression ring to one inch below the upper oil ring. When
load is applied to the piston, it thrusts and makes contact
with the liner in the direction perpendicular to the pin. Ex-
cessive clearance between the piston and liner causes this nor-
mal thrust to become piston "slap". Therefore, the piston must
be carefully measured in this area during the inspection
process.
Reconditioning: If the scuffing progresses below the top
oil ring and discoloration is found, it is recommended that the
piston be replaced or tinnized by metal spraying to build it
back up to standard.
Starting at the third compression ring to one-inch below
the upper oil control ring, .003 to .005 can be removed to
clean up scratches and the piston can be re-Iubrited and used.
Scratches in excess of .005 require metal spraying back to
standard or replacing with new pistons.
Rinas: The recommended piston ring design for the 825
series is the six ring set-up. The top four rings are compres-
sion rings, the fifth ring is an oil control ring, and the bot-
tom ring is an oil scraper. Inspection should note specific
patterns of twisting or bending of the rings. Prior to instal-
lation of new rings, it is recommended that the new rings be
installed in a new liner and end gap checked. It is also impor-
tant that the rings be properly installed because they are
designed with a tapered edge. The purpose of the taper is to
push oil toward the top of the piston on the upstroke and dur-
ing the downstroke to scrape the oil from the cylinder wall.
The old oil is actually moved back to the crankcase and
replaced with new oil.
INSTALLATION OF ROD & PISTON
General: Extreme care must be exercised ~ n the installa-
tion of the piston-rod assembly. The piston and ring should be
coated with lube oil for break-in. It is also important to
95
stagger the rings so the end-gap is a different positions on
each and every ring. A 90 staggering method is recommended.
This will help to maintain compression and will eliminate ex-
cessive blow-by.
In lowering the piston into the cylinder, a properly de-
signed tapered entering sleeve should be used. The original
designed sleeve furnished with the engine is not correct. It is
recommended that a sleeve with a longer taper and slot port be
used; the ring can be checked to make sure it is properly
embedded in the groove prior to the piston entering the liner.
If the ring is improperly installed a ring can be broken with-
out notice during the installation process. It is important
that the piston be lowered in the cylinder liner very slowly
and that the piston rings are not in a bind in any way. Rings
are very susceptible to breakage. If springs are located behind
the oil control rings, make sure that the combination spring
and ring can be completely collapsed within the groove.
It is also important to make sure that during the instal-
lation process that the piston is properly positioned with
regard to power valve cutouts. The largest cutout is for the
intake valve and the smaller cutout is for the exhaust valve.
These cutouts are for the 10:1 compression ratio piston. The
hillside of the piston should be positioned toward the intake
side of the engine. In the lowering process care must also be
taken to make sure the rod is properly guided into position i
order to protect the connecting rod bearing and crankshaft. o.
V engines it is necessary to make sure that the rod doesn't
scratch the liner. The use of a piece of felt or leather will
help hold the rod off the liner wall during the installation
process. The rod bearing must be well lubricated prior to
installation and extreme care must be exercised to be assured
that there are no foreign particles between the bearing 0.0.
and rod or the bearing 1.0. Lube oil, STP, or lubriplate are
all good installation lubricants.
After the connecting rod is installed in its proper posi-
tion, the rod bearing clearance should be checked even with new
bearings. Since it's impossible to use a feeler gauge, the most
common method is the use of plastic gauges. After torquing the
rod cap the plastic gauge thickness is measured to verify a
clearance of .003 to .007. It is also important to note that in
the installation of tang type bearings that the tang has been
properly located.
Rod Cap Torquing: The connecting rod has four fastening
bolts. Some of the older engines use cotter key type bolts. An
alternating torquing sequence stepped in specific increments is
recommended. One problem with the cotter key type bolts is that
after the connecting rod is properly torqued, it is sometimes
to either increase or decrease the torque to obtain
proper alignment of the cotter pin hole. This torque variance,
in some cases, cause mechanics not to pay close enough atten-
tion to the required torque valve and the bearings can become
loose in the bore. Under these conditions the bolts can come
loose in operation, the rod and cap separate, damage the crank
and/or cylinder block.
The new design rod bolts have elastic stop nuts torqued to
350 foot-pounds. One question that always comes up is how may
times can the elastic stop nuts be used. Some customers go to
the extreme of replacing them every time they remove the nut. A
general rule of thumb is that if it takes less than 30 foot-
pounds of torque to run the nut down on the bolt, then it
should be replaced. It should also be pointed out that any time
a Superior torque value is given, the torque value is based on
clean threads on both the bolt and the nut, and the threads
lightly lubricated.
CAMSHAFT ASSEMBLY
General: The camshaft on inline engines (as shown in
Figure 33) is located in the center of the cylinder block on
the intake side. The V engine has two camshafts, one on each
side. New and reconditioned cam shafts are fitted with solid
Split bushings are available for field repairs.
are located on each side of each power cylinder and
there are the same number of bushings as there are main bear-
ings.
The camshaft is driven from the crankshaft at the flywheel
end by a roller chain on V engines and at the front end on In-
line engines. The camshaft rotates one revolution with two rev-
olutions of the crankshaft. The camshaft sprockets are double
keyed to the shaft and clamped to the hub by a ring and cap-
screws which allows rotation of the shaft for timing. A gear
off the end of the shaft drives the governor, overspeed shut-
down, magneto, and tachometer.
The camshaft is made of steel and is ground to assure
straightness. The cam lobes are attached to the shaft by an
interference fit and keys. Each power cylinder has an inlet
cam, exhaust cam and gas cam installed on turbocharged units.
In addition, an air starting cam is added for internal start
engines. The lobes are made of a high alloy steel, heat treated
and ground.
There has been only one major design change in the cam-
shaft since the advent of the 825 engine. This was the change
required for the GTL Model and new cylinder block. As mentioned
shaft diameter was increased to 2-1/4 inches and the inlet
97
CAMSHAFT ASSEMBLY
and exhaust lobe contour was changed. The only other change,
which was made many years ago, was that the lobe track was
widened.
fLEXIBLE OR
RIGID DRIVE
FIGURE 45
CAMSHAFT
AIR START 'NC.
CAM
rLYW><EL
END IlUSH'NG
Inspection: Part of an inspection program should be a
periodic check for excessive wear on the cam lobes. When wear
is found the first suspicion is that the cam lobes are too
soft. In most cases, the wear will continue until the shaft is
re-conditioned with properly hardened lobes. Other maintenance
items which require inspection are the drive gears, chain,
sprocket, and fixed and adjustable idlers. These items may be
inspected through a rounded cover at the sprocket, which is
considered a continuous oil leak problem. The cover has a
machined out area in the corner. The corner contains a rubber
strip or rubber grommet that has to be replaced each time the
cover is removed. RTV or a silastic sealant should be used with
the grommet to provide an additional sealant. It is important
that the covers be properly installed to stop oil leaks.
I
e
CAMSHAFT ASSEMBLY
Reconditioning: The repair of the camshaft is not consi-
dered a "field fix." The camshaft should be taken to a shop
that has reconditioning experience.
The lobes are marked with the part number on one side and
on the other side the word "governor end." It is important in
any repair that during the process of putting the lobes on,
attention is paid to which end is the governor end and which
end is the flywheel end.
The evaluation of the most economical way to recondition a
camshaft should be of first consideration. If there is a bad
lobe that is close to the flywheel end, then the reconditioning
process is easy. The old lobe is cut off with a torch and a new
lobe installed. with a bad lobe near the sprocket end, the
decision should be to save the lobes since they are the most
expensive part of the shaft. Under this circumstance first mea-
sure the lobe locations from the sprocket end. After removal of
the sprocket, the shaft is then cut between cylinders and the
lobes pressed off.
After machining a new shaft the lobes can be re-installed
along with a new lobe or lobes to replace the failed part. All
lobes should first be measured to make sure the interference
fit is approximately .004. The lobes are then heated by an
induction heater or in an oil bath to 450
0
to 500F. The lobes
are installed one at a time making sure to keep the correct end
orientation. If a lobe hangs up it can not be heated for re-
moval and then re-used because heat softens the lobe. Spacers
may be used between cylinders so the lobes can be rammed into
position without hesitation.
Camshafts with a majority of bad lobes are reconditioned
by hanging the shaft from the sprocket end and heating each
lobe and pulling it off the shaft. The re-Iobbing process is
the same as described above.
The cyclic problems associated with camshaft lobe and
roller wear required that operators and maintenance personnel
visually inspect the lobes and rollers on a periodic basis.
Years of redesign of both the lobes and roller material as well
as the lubrication system makes the present set-up suspicious.
It has been our experience that the lobes and rollers do not
receive adequate splash lubrication from the rocker arm area.
In fact, several customers have solved their 825 lobe and
roller wear problems by adding an oil header along the outside
of the camshaft and installing orificed spitters on the lobes.
Others have solved their problems by making sure that the rock-
er arm bushing side clearance is set properly and the rocker
arm passage is clear so that adequate oil can gravity flow down
the valve train.
e
L
CAMSHAFT ASSEMBLY
In addition, it is recommended that STP be poured over
lobes and into the valve cover cavities prior to starting a
newly overhauled engine. This will insure adequate lubricat10n
for those units without pre and post-lube pumps.
The hub assembly is not normally considered a maintenance
item, but can be repaired in the same manner as the lobes. The
hub is doubled keyed and must be heated for removal after mak-
ing dimensional checks to make sure it is re-installed at the
same position.
Installation: The hub is used for the mounting of the gov-
ernor drive gear and the camshaft sprocket. The governor drive
gear and camshaft drive sprocket are held in place by a retain-
ing ring and capscrew. The next item to install is the governor
drive gear, the sprocket, and the retainer ring. The capscrews
apply pressure to the retaining ring and hold the sprocket and
the gear tight against the hub during operation. After the
is timed, the caps crews are tightened and lockwired.
Prior to and/or after installation of the camshaft the
thrust must be set. As shown in Figure 45, there is a camshaft
mounting bracket located behind the sprocket (toward number one
cylinder). This bracket contains the front cam bushing which is
a bronze bushing flanged on the sprocket side. Immediately
behind the bearing bracket bushing is a thrust The
bearing bracket bushing is set against the hub, which is fj
into position with two keys and a tapered pin. The thrust c
lar is then adjusted to .004 to .006 thrust clearance. The
thrust collar is fixed to the shaft by two cup point set
screws. One may be locked after clearance is set. Then the
camshaft is rotated 180
0
and the shaft may be drilled to help
secure the second.
The bearing bracket has an oil hole drilled on both sides,
but only one hole goes all the way through to the bearing. It
is important that the oil hole that feeds the bushing be locat-
ed outward, because there is a lubricating line that is tied
into the oil galley on the bedplate that is tubed to the bear-
ing bracket. The bracket is then fastened to the cylinder block
with a bolt that goes through the block and is threaded into
the bracket. Once the bolt is tightened, it is wired to a wire-
lock screw, which is also a part of the cylinder block.
Chain tension is of major importance because too much ten-
sion will result in crankshaft distortion and/or camshaft bush-
ing failure. Too little tension results in a chain failure.
Chains have a tendency to stretch, so once they are set, it 1S
necessary to make periodic adjustments using the adjustable
idler.
1
CAMSHAFT ASSEMBLY
The chain slack should be equal on both sides of the cam-
shaft sprocket. Prior to checking chain tension, load one side
so all the slack is on the side being checked. The chain should
be able to move in either direction approximately 1/16-inch
with approximately 20 pounds force applied to a 20-inch 2 x 4.
The adjustable idler should be adjusted so that there is a 1/16
inch free movement in the timing chain, when measured between
the center of the adjusting idler bracket and the first tooth
engagement of the camshaft sprocket. When chains are adjusted
there is a tendency to rotate the camshaft; therefore, the tim-
ing should be checked after the tension is set.
Timina: The engine is now ready to be timed. The valve
clearance and timing set points are included in the information
furnished with each specific engine. The following is only a
procedure review and all valves are approximated for discussion
purposes.
For Inline Engines (Turbocharged)
(1 ) Adjust both the intake and exhaust valve to
lash clearance between the rocker arm lever
valve stern on number one cylinder.
.125 inch
and the
(2) Bar the engine over until the pointer on the fly-
wheel is indicating 40 before top dead center
on the intake stroke for #1 cylinder.
(3) Remove the lockwire and loosen the camshaft sprocket
clamping ring capscrews. This permits independent
rotation of the crankshaft and camshaft. With a
rachet and socket slowly rotate the camshaft clock
wise (viewed from operating end) until the intake
valve just starts to open.
The opening of the intake valve can be determined by
using a dial indicator on the valve retainer.
(4) Next, tighten two or three capscrews on the re-
tainer ring, which will lock the camshaft sproc-
ket against the hub; the crankshaft and the
camshaft will then rotate together.
(5) Bar the engine in reverse direction 10 to 15.
Then slowly bring the flywheel down (normal
rotation), with the dial indicator, recheck to
verify that the intake cam is opening the intake
valve at the proper point on the flywheel.
--
( 6 ) For verification of proper timing, now make the
same check for the exhaust valve closing on #1
cylinder.
101
CAMSHAFT ASSEMBLY
(7) For additional verification of timing the next st
0
is to check the cylinder adjacent to the flywheel .n
the same manner, check intake valve opening and the
exhaust valve closing. This check will indicate any
twist in the camshaft and if the shaft is properly
machined.
(8) After verification at both ends of the shaft,
bar the crankshaft over and tighten, plus
lockwire all retaining ring capscrews.
(9) Check, as outlined above, on an annual basis.
The timing of V engines incorporates the same principles
as the Inline with a few exceptions. Since the number one on
the right bank fires first, the valve events are first checked
on this cylinder. Next, number one of the left bank is set.
Verification is then checked on both banks at the flywheel end
power cylinders.
AUXILIARY END DRIVE
Figure 46 is a cross section of the auxiliary drive for
the overspeed governor and magneto on an Inline engine. The
main drive gear for these components is located in the front of
the camshaft. As indicated, a stud holds the drive gear on the
camshaft, with shims 'between the gear and the end of the shaf'
Shims are also located between the two driven components. Tr
backlash can be set by the adjustment of these three sets oi
shims with the camshaft thrusted forward. Once the backlash is
set, the housing must be dowelled in place.
r -------------
I
I
! ..... _--1
' .'
I'
,:
"
':
"
"
"
"
MAG.
'f:
FIGURE 46
AUXILIARY DRIVE
C-,xz.lASS
)'
e
AUXILIARY END DRIVE
One thing that needs to be noted is that anytime a gear
driven assembly requires shims after the backlash adjustment is
made, the mounting housings should always be dowelled. The same
thing would apply to the lube oil pump, that is gear driven off
the crankshaft, as well as any other assembly.
Overspeed Governor: There are several types of overspeed
governors available for either pneumatic or an electric shut-
down of the engine. One type is mounted to the control panel
and is operated electrically off the ignition system. There is
also a magnetic pick-up arrangement that is installed in the
governor. The one shown in Figure 46 is a mechanical overspeed
governor and is the most common.
Overspeed governors are normally set at 10% above operat-
ing speed. So if a Superior 825 engine is operating at the max-'
imum speed of 900 rpm, the governor is set to trip at 990 rpm.
The device that is triggered by the governor is a micro-switch,
which is available in either pneumatic or electric. The gover-
nor and gears are pressure lubricated from the engine lube oil
system and then the oil gravity flows back to the crankcase.
Being mechanical the governor's internal parts will wear
through operation and vibration. However, experience indicates
that it is more economical to completely replace the governor
rather than reconditioning. Repair kits are available, however.
e Ignition System: The magneto drive arrangement, as indi-
cated by Figure 46, is basically the same as the overspeed gov-
ernor drive with the exception of a coupling. The coupling is a
gear type with a lock nut that is keyed with a cotter key. In
mounting the magneto, the flywheel is rotated to the specified
firing degree before top center on the compression stroke for
number one cylinder. Next, manually rotate the magneto until
the firing indicator is in number one position. (In all cases
magneto timing indicators and pointers are referencing the num-
ber one firing cylinder.) Then adjust the screw type clutch, by
removing the cotter key, loosening the nut and turning the
screw with a ratchet in either direction to align the magneto
in the firing position. This procedure adjusts the coupling to
fit the magneto which is pre-set for number one cylinder firing
indicator. After tightening the coupling screw, the engine is
ready to start.
By the use of a timing light the ignition timing can be
checked. If the timing is found to be off, it can be advanced
or retarded by adjusting the drive coupling.
There are several ignition systems available, all of which
are acceptable. The most popular one today is the capacitor
discharge type system, which is a significant improvement over
103
AUXILIARY END DRIVE
the breaker type system. In addition to the magneto, the igni-
tion system consists of wiring, coils and spark plugs as shown
in Figure 47. The sparkplugs are the one item that normally
requires the most attention. The cost of labor makes it almost
prohibitive to clean and re-gap plugs. It is more economical to
remove, inspect and replace, if required with new spark plugs.
A proper spark plug installation check list would include
cleaning the threads within the cylinder head, cleaning the
spark plug gasket seating surface and torquing the plug to the
specified foot-pounds. Over torqued spark plugs create a number
of problems. Over torqued spark plugs increase the possibility
of the plug becoming galled to the cylinder head and during the
next removal, it could require that coils or thread inserts
have to be installed in the head. The other problem caused by
over torquing is that it may result in distortion of the end
gap. Normally, over torquing will result in increasing the gap,
requiring increased voltage from the coil.
It is recommended that both the primary and secondary
wiring be replaced during major overhauls because it will dete-
riorate over a three to four year period. It is also important
to keep the coils free of dirt, oil, other foreign particles
and absent of paint. Paint is one of the major causes of
improper grounding and damage or loss of ignition to engines.
Each wiring connection should include a boot to protect it from
oil and water. If an engine is exposed to rain, then water cov
ers, or some type of covering, should be installed to protect
the magneto and coils.
FIGURE 47
IGNITION
VALVE TRAIN
~ The valve train consists of the cam rollers, guides and
~ u s h rods as shown in Figure 48. As indicated the roller is
attached to an inner sleeve and a guide arrangement, normally
called the cam follower assembly. The roller, which is surface
hardened, should be inspected periodicallY for wear and should
be checked for flaking. The roller width has been recently
increased to reduce lobe loading.
The pushrods are not of major maintenance concern unless
they are bent by sticking valves. However, some of the old
designed push rods had the ball end and socket end loctited
into the tube. After extended operation, the loctite will come
loose and cause damage to the tubing. The proper push rod
design is one with welded sockets and balls to the push rod
tube.
SVP[RCMAAQ[O
tNOIHt ONlY
FIGURE 48
VALVE TRAIN
105
VALVE TRAIN
When the push rod is out of the engine, always make Sl'
that the roller and guide are free. If pushed to its maxin
height, the guide should free-fall back against the cam lobe.
The rollers should be carefully inspected along with the cam
lobes.
The bracket that holds the cam follower assembly in place is
called a yoke. Breakage is quite common due to over tightening.
The yoke was originally made of cast iron and so sensitive to
breaking that it was impossible to go much beyond the crushing
of the lockwasher that holds the yoke into place. Yokes are
available out of cast steel which eliminates the breakage prob-
lems.
Another part of the cam follower assembly fastening
arrangement is a sheet metal deflector that mounts on top of
the yoke. The purpose of this plate is to decrease the amount
of oil splashing against the side cover plate, so as to reduce
oil leaks. It should be installed prior to assembling the push
rod and not in such a way that it can make contact with the
side of the push rod.
The item to the far right of Figure 48 is for turbocharged
engines only and is the gas injection valve push rod. The top
of the push rod is and recessed for the gas emission
valve stem. The slot is used to adjust the gas valve cleara
r
Engines with internal air starting have an addition c .1
lobe shown in Figure 48. This mechanism consists of an air
start valve push rod which is spring loaded. The push rod does
not make contact with the lobe during normal operation.
CYLINDER HEAD
The power cylinder head, shown in Figure 49, is the heart
of any four cycle engine. If maintained properly, the mechanic
and operator are 60 to 70 percent down the road to having an
engine which runs trouble free at design load and speed.
Superior engines have individual heads cast of an alloy
iron with only two power valves, inlet and exhaust. In
turbocharged engines have a gas valve located where the plug
in Figure 49, and engines with internal starting have an air
starting check valve.
The joint between the head and liner is sealed with a firE
rlng gasket. This area is made gas tight by torquing the head
down on the liner to approximately 400 foot-pounds. The air,
fuel and exhaust connections are also sealed with gaskets
between two machined surfaces.
1
e
I
e
CYLINDER HEAD
The head is designed for jacket water internal cooling,
which enters the head by way of a gasketed jumper from the
cylinder block. The coolant water leaves the head on the
exhaust side in order to be directly admitted to the exhaust
manifold.
With the advent of air cranking motors, the internal air
starting valve has been all but eliminated from new engines.
They are, however, still in enough of the older engines to war-
rant discussion.
FIGURE 49
CYLINDER HEAD
The main problem associated with air start valves is
sticking open, making it impossible to start the engine.
valve is actually an air check valve and is mounted as a
of the combustion chamber. When pressure is applied from
air start valve lever, air is admitted through the check
to the cylinder. On a periodic basis the air check valve
be removed, cleaned and reseated.
The
part
the
valve
must
107
CYLINDER HEAD
Some of the older heads were also equipped with snifter
valves. The purpose of the snifter valve was to decrease the
torque required to bar the engine over. Past experience has
shown that the snifter valve did not help, so it was eliminat-
ed. The other misleading point associated with snifter valves
was that some customers felt they could remove the snifter
valve and fit the head with indicator cocks for firing pressure
indicators or analyzers. This procedure is not recommended. If
a firing pressure indicator is installed during operation the
first thing that happens is the cavity (approximately l-inch in
diameter and 6-inches long) fills with a combustible mixture
and at ignition, either creates a late burn or pre-ignition on
the next stroke. This can cause the head to crack in the
snifter valve port area and rupture an instrument. In addition,
due to the long porting area of the snifter valve connection,
analyzers are not recommended for power cylinder performance
evaluation on Superior engines.
There are many war stories associated with the design
and development of Superior heads. The head is such an impor-
tant part of the total engine operation, it might be helpful to
review, the different success and failures that resulted in
todays proven design. It is unfortunate, but the final conclu-
sion took years of work and is not necessarily the answer for
other 4-cycle engines since each engine type has its own design
parameters and operating characteristics.
(1) The original cylinder head (prior to 1965) had ste
1
lited valves and seats. The valve stem was 4140 and
the valve seat was of a 45 design. When the turbo-
charged engine was uprated from 1000 to 1100 horse-
power, the valve and seat life decreased considerably
to approximately 8,000 to 12,000 hours. Engines with
75% to 100% load experienced excessive valve seat
wear.
(2) This resulted in experiments with various types of
lube oils and lube oil additives to increase valve
life. The success was minimum. The various changes
increased the valve and seat l i ~ e to a maximum 16,000
hours which was unacceptable.
(3) The next experiment was the various angles on the
valves and seats. First a 15 valve and seat was
tried. A minimum amount of wear was experienced but
there was a tendency to loose the valves centering
ability. When the springs brought the valve against
the seat, the seating patterns were distorted. Ex-
cessive wear in the valve guides was also noted.
( 4 ) The valve and seat angle was then changed to 30
, -',.4.9&42
-
CYLINDER HEAD
centering capability was retained and the valve and
seat wear was minimal.
(5) The material of the valve and seat was then changed
to inconel, but no improved life was experienced.
(6) The next change that was made was to tighten up the
clearance between the guide and the valve stem. The
clearance was reduced from .004 to .003 and the valve
stern was chromed. These changes improved the center-
ing capability even more and without guide wear. In
addition, 1/2 to 1 percent ash content in the oil was
specified. This change resulted in an ash build-up
around the power valves and seats, which acted as an
additional lubricant, and cut valve "sink" to a mini-
mum.
In review the four items which improved the head life from
8000 hours to in excess of 25,000 hours were:
(1) Change from 45 to 30 valves and seats
(2) Reduce the guide to valve clearance from .004 to .003
(3) Chrome the power valve stem
(4) Run a 40-weight oil with 1/2 to 1% ash content
Valves. Seats. and Guides: It is worth stressing again,
fact, that nothing but premium valves with 4140 chromed
welded to a stainless steel head, and a hardened seat
area with stellite "F" should be used in Superior gas engines.
The hardened surface of the valve is approximately l/8-inch
thick. The reason this is pointed out, is that if the valve is
re-ground many times it is possible to grind through the stel-
lite and the valve will completely sink into the seat.
One other important note is that experience indicates that
rebuilt valves do not perform satisfactorily in Superior
engines. The concern is that a rebuilt valve core could have
been damaged due to excessive heat. The welding process which
is used to re-stellite also generates an excessive amount of
heat. The results are a valve that is very susceptible to
cracking. Anytime a crack starts, the gas acts as a cutting
torch and a section of the valve is burned out.
Seats are also of seating surface. Often but the cost sav-
ings is a premium design, a stellite "F" or equal times a less
expensive seat is available not worth the gamble.
Guides are made of cast iron and the 1.0. has a rifle bore
swirled design to transmit lubricating oil down the valve stem.
Some people have attempted to reduce the guide bore to obtain a
.. ",e,"-,'?<,..'----------
109
CYLINDER HEAD
.002 valve to guide clearance. Experience indicates that .003
is the minimum clearance with today's materials.
One method of indicating valve and seat wear lS to use the
dimension from the valve stem to the machined surface on the
head of the properly reconditioned or new head as a reference
point. With a depth gauge suspected valve sink can then be mea-
sured and compared with the reference dimension. The more wear
that is experienced, the greater the height between the valve
stem and the cylinder head.
Springs: As indicated by Figure 49, Superior heads have
inner and outer power valve springs. The purpose of the outer
spring is to bring the valve back tight against the seat and
secure it, so there is no floating. The inner spring also
assists in this purpose, but the main purpose is to keep the
valve from falling into the cylinder, in the event the outer
spring breaks or if the outer spring wears through the retain-
er.
The springs are wound in different directions as indicated
by the figure.
The spring ends are ground cut and the coils are shot-
peened. Discussions with various spring manufacturers and expe-
rience have proven that shot-peening can double or triple the
life of the spring. One method of making sure a spring has b
shot-peened is to inspect the ground cut end of the coil. A
spring that is not shot-peened will discolor by the heat of
grinding. Shot-peening removes this burn look. Both springs
have dampening coils on one end; the dampened end is installed
against the cylinder head.
In the past few years there has been a spring design
change. During the inspection of engines, pieces of metal were
often found on top of the head or down in the cam follower
area. Further inspection revealed that the broken pieces were
from the ground tapered end of the spring coils. Originally
they were ground to a sharp taper and the fatigue rate at the
point was high; therefore, the end would break off. On the new
design the spring ground taper is cut back to the larger thick-
ness area, so the breaking was eliminated. The proper
cation of the new design springs is a yellow stripe on the out-
side of the springs.
Retainers and Keepers: The valve spring retainer is a heat
treated item. When the retainer is removed from the assembly a
thorough inspection should be performed on the inside taper
also the spring contact area. If wear is experienced in these
areas, it indicates an improper hardness and the retainer mus:
be replaced. It's important to note that if the inspection 0"
CYLINDER HEAD
4Ilny part that has been heat treated reveals wear, it is an
1ndication of either improper lubrication or insufficient hard-
ness. The cause of failure should be determined and corrected.
The power valve keepers are also heat treated. They are not of
matched design but once they are mounted onto a valve and in-
stalled into a head and operated for a period of time, they
will establish an certain amount of seat-in. Therefore, if
keepers are re-used, they should be kept in the same set as
they were removed.
Lubrication: Another feature of the valve mechanism design
that should be reviewed is lube oil control. On the intake
stroke of a four cycle engine there is always a vacuum at the
inlet valve port. The greater the clearance between the valve
stem and the valve guide, the more oil that will be drawn into
the combustion chamber, so oil consumption will increase along
with excessive carbon build-up. To help control excessive
lubrication, an o'ring is installed on the intake valve stem.
The o'ring is installed after the retainer and springs are com-
pressed, just below the valve keeper area. After the valve
keepers are in place, the o'ring will rest against the bottom
part of the keepers, forming a positive type seal around the
valve stem. Oil that comes over the end of the rocker arm pro-
vides splash type lubrication around the valve and the o'ring
will restrict flow directly down the valve stem.
~ The exhaust valve always has pressure around the port.
More heat is also experienced around the exhaust valve stem and
standard clearances control the lube oil without an o'ring. It
is very important that anytime new valve guides are installed,
that the inside diameter of the guide and the outside diameter
of the valve be measured to be assured a clearance of .003. If
the clearance is too small galling of the chrome valve stem or
sticking valves will be experienced; if it is too great, exces-
sive oil consumption will be experienced.
Reconditioning: The reconditioning of the cylinder head 1S
of such importance that a complete review of requirements is
needed. The first thing that should be done is to examine the
head in the "as received" condition. A complete tear down is
next required, with only the seat and valve guides remaining.
The valve seat is next checked for wear patterns, the
amount of wear and a determination as to whether the seat can
be reground or if it needs to be replaced. In most cases the
seats are replaced if they show wear. The cost of labor asso-
ciated with this type of repair warrants that when parts are in
question, they are normally replaced. The labor associated with
a failure and the lost production time should also be consid-
ered. In most cases it isn't worth the gamble to reuse ques-
~ i o n a b l e parts.
111
CYLINDER HEAD
The seat has an interference fit in the head. The normal
removing tool is an old valve that has been machined down to
where it would fit up inside the seat. With the old valve
installed up into the seat, a small bead is welded on the I.D.
of the seat and then the old valve is used to drive the seat
out of the head. With the seat out, always clean the cylinder
head seat surfaces and measure the head to be assured that the
new seat will have the proper fit. The interference fit of the
seat to the head varies with the O.D. of the particular seat.
Normally the interference fit is approximately .004. Some peo-
ple are of the opinion that the more interference you have the
better the seat will hold, but that is not true. If a seat is
installed with an excessive amount of interference fit, combus-
tion temperatures, the combination of too much crush, and the
cast iron expansion can cause the seat to drop out of the head
during operation. If the head is worn due to repeated installa-
tion of seats, oversize seats are installed to maintain the
required interference fit.
The next item that should be checked is the guides. The
guides are of cast iron construction and have an interference
fit in the head. Anytime there is an interference fitted part,
it is recommended that the part be frozen so it can be easily
installed. Seats and guides can be frozen in dry ice or liquid
nitrogen. If these parts are installed without freezing, crack-
ing of the part may be experienced. If the guides have to be
replaced, they can be pressed out. The guide flange is normall
installed so it seats against the cylinder head. In some caSE
however, the bottom side of the flange is not exactly perpen-
dicular with the O.D. of the guide resulting in distortion of
the guide bore. Some customers and cylinder head repair shops
routinely install guides with a clearance between the guide
flange and the cylinder head of approximately .005 to .010.
Since the guide does have an interference fit and this practice
does not upset the fastening of the guide, this procedure is
acceptable. During the head rebuilding process the cylinder
head should also be hydrostatically tested and dye checked for
cracks.
From time to time it becomes necessary to clean up the
head fire ring gasket seating surfaces. It is acceptable to
machine this surface, but it is important to maintain the depth
dimension of the combustion chamber area in reference to the
bottom machine surface of the head. If the combustion chamber
dimension is not maintained, it will affect the crush on the
gaskets and the overall block to head dimension which will cre-
ate an oil leak problem. Record the amount of material removed
and remember that an excessive amount of machining could even-
tually cause a cracked head due to weakening of the deck.
"-
----------
CYLINDER HEAD
~ Rocker Arm: The rocker arm assembly is also shown in Fig-
~ 49. and is of cast i.ron construction. The main wear parts
Jf the rocker arm assembly are the internal lever bushings,
which should be checked during a major overhaul. The bushing is
bronze and has two different sized oil outlets. The small one
should be installed toward the valves and the large hole should
be installed toward the adjusting screw. This installation pro-
cedure is required to control the amount of oil flow.
The valve adjusting screw has a ball that fits down into
the push rod. Some push rod breakage problems are caused by
valves sticking in the open position and the ball ending up on
top of the push rod. During the next opening stroke of the cam
load cycle. the springs will completely collapse causing the
push rod to break or a piece break out of the push rod socket.
Some people are mislead by a stuck valve being hit by the
piston. The valve can be in the completely open position with
out touching the piston. Valves hit pistons only after the com-
plete collapse of the springs.
Another item that should be checked is the flow of lube
oil to the rocker arm assembly. It is important that after a
complete overhaul the pre-lube pump be started. Then make sure
that the rocker arm bushings are receiving oil. If the engine
~ o e s not have a pre-lube pump. it is important that after
4IJart-up (3 minutes or less) the engine be shutdown to make
sure that there is lubrication to all components. If elected.
the upper valve cover lid can be removed during operation to be
assured that lubrication is received at the rocker arm bushing.
The correct adjustment of the valves will be found with
the data furnished with the engine. Normally on gas engines,
the intake valve should be set at .018 and the exhaust valve at
.030. This is an initial cold setting. After obtaining normal
operating temperatures, the engine should be shutdown and the
valves adjusted hot. It is not recommended that valves be
adjusted while the engine is in operation.
Installation: The head fit to liner is sealed by a fire
ring gasket. There are two types of fire ring gaskets for
Superior engines. The old type is a wide gasket. approximately
1/2-inch wide. The main purpose for the change to a more narrow
gasket was to decrease the contact surface between the head and
the liner. so a seal could be maintained with less torque. The
torque required for the original gasket was 450 foot-pounds and
the torque for the new gasket is only 350 foot-pounds. No major
problems have been experienced with the narrow head gasket. Due
to some gasket breakage, some customers, however, prefer to
continue using the wider gasket. Both styles of fire ring gas-
kets are available.
e
113
.;1 ':
CYLINDER HEAD
In torquing the cylinder head to the cylinder block, an
alternating torque pattern or stepped sequence approach, s h o ~ _ J
be used. The head should be brought down slow and as even as
possible, so as not to create any distortion. Prior to torquing
the head, however, it must be just tightened down to where the
head nuts are snug against the head. Next start both the intake
and exhaust manifold capscrews, so the heads are lined up with
the manifolds. The cylinder head can be moved as much as 1/16th
of an inch in any direction to accommodate alignment. If this
procedure is not used, the manifold can be put into a bind,
which can result in manifold cracking after start-up. The read-
er is also reminded of the previous discussion concerning the
use of the sponge rubber gasket between the head and cylinder
block, when the new metal backed elastomer liner gasket is
used.
STARTING SEOUENCE
With the engine now properly reconditioned and assembled,
it is appropriate to outline the recommended starting sequence.
After making the checks discussed under the lubrication, cool-
ant and air fuel systems, the recommended starting sequence is
as follows:
(1) Bar the engine over to make sure it turns freely.
(2) Turn on the pre-lube pump and with side door cover:
removed, check that all bearings are receiving pro-
per lubrication.
(3) With the ignition "OFF" purge the unit with the
external cranking motor at 40 rpm for approximately
15 seconds.
(4) With the ignition "ON", start the cranking motor and
as soon as the crankshaft starts to turn, open the
fuel valve approximately 1/8 open. Continue crank-
ing while further opening the fuel valve to a maxi-
mum of 1/4 open. The engine should fire and start
at this point. As the engine gains speed, shut off
the cranking motor and open the fuel valve to the
full open position.
(5) While running the engine at no load for a few min-
utes, check the oil pressure, water pressure, etc.
and with valve covers removed check assemblies for
excessive heat.
< ma4C
11-
STARTING SEQUENCE
(6 ) Shut the engine down and check main and rod bearing
caps by hand for hot spots.
If all items are found to be normal, the engine lS ready
to be started and loaded.
NOTE: THE ENGINE AND COMPRESSOR SHOULD BE PROPERLY
ALIGNED PRIOR TO STARTING
COMPRESSOR
GENERAL
The compressor is a heavy duty compact design used norm-
ally in injection, air, refrigeration or propane service, and
gas gathering. The Superior compressor is a reciprocating, sep-
arable compressor. The compressor takes its total horsepower
requirements from a separate driver, normally an electric motor
or engine. The driver transmits horsepower to the compressor
through the rotating compressor crankshaft that converts rotat-
ing motion to reciprocating motion through the connecting rods
~ n d crossheads to reciprocating compressor cylinder pistons and
rod assemblies; thus, transmitting compressor horsepower to
compress gas in the compressor cylinders.
Superior compressors are identified by a logical nomencla-
ture that defines the unit - W62, W63, W64, and etc.
W - Model
6 - Stroke of Compressor in inches
2 - Number of Throws or compressor cylinders
Compressor cylinders are numbered beginning at the fly-
wheel end of the compressor frame. Standing at the auxiliary
end (opposite the flywheel) and looking toward the flywheel the
cylinder on throw closest to the flywheel on the right side is
Number 1, the next cylinder closest to the flywheel on the
opposite or left side is Number 2. The numbering sequence con-
tinues, depending on the total number of throws or cylinders.
Odd numbered cylinders are always on the right and even num-
bered cylinders are on the left. Some compressor frames are
further identified by the letters "M" or "L" in front of the
OW". These letters identify the compressor with a specific rod
load. (Rod loads will be discussed later.) The basic rod load
sizes of Superior compressors are 27,500; 30,000; and 35,000
psi .
115
GENERAL
Figure 50 shows a typical two throw (W62) compressor. The
basic or standard compressor will have the following compo-
nents:
( 1 ) Compressor Frame
connecting rods,
port equipment.
- The housing for the crankshaft,
bearings, and other auxiliary sup-
(2) Crosshead Guide - The compressor crosshead runs on
bearings or crosshead shoes on the crosshead guide
slide and is the part that converts a rotating mo-
tion from the crankshaft to a reciprocating motion
through the connecting rods.
FIGURE 50
TRANSVERSE CROSS SECTION
(3) Distance Piece - This part is shown in Figure 50
and when required, is located between the crosshead
guide and the compressor cylinder. Requirements for
a distance piece depends upon a number of variables
such as compressor cylinder class, application, and/
or the gas being compressed.
(4) Compressor Cylinder - This is the component that
compresses the gas. Figure 50 shows a typical sec-
11
GENERAL
tional view of a low and high pressure cylinder.The

main components of the cylinder are the cylinder
body, piston, rings, rod assembly, suction and dis-
charge valves, and rod packing case.
The basic principle of operation of a typical compressor
cylinder, similar to the cylinders shown in Figure 50, is
related to the type of gas to be compressed, the volume of gas
that is to be transmitted, and the suction and discharge pres-
sure ranges that the compressor cylinder will be exposed to
during operation. Each application or each type of service will
always have a design suction pressure or pressure range and a
design discharge pressure range. This depends on the horsepower
that is available for a given cylinder or a given compressor
unit.
A basic operating sequence of a compressor cylinder would
begin with the suction stroke and the piston and rod at the
head end of the cylinder. As the piston moves toward the
cranked on the suction stroke, the pressure inside the cylinder
is less than suction pressure coming into the cylinder, and the
suction valves open. They remain open until the compressor pis-
'-'on reverses direction and starts to compress the gas inside
~ h e cylinder. During the compression stroke the pressure inside
the cylinder exceeds suction pressure and the suction valve
closes. As the compression stroke continues the pressure inside
the cylinder will eventually equal discharge pressure, and the
discharge valves open. To pass the gas on to the discharge side
of the compressor, the pressure inside the cylinder has to
exceed the pressure in the discharge line. Line gauges do not
reflect the actual pressures that are developed in a compressor
cylinder. Valve loss (pressure drops across each valve) con-
tribute to the differential pressure between the inside of
cylinder and the discharge line. The sequence just described is
referred to as peak to peak pressures within the cylinder.
This sequence occurs in a very short period of time. most
cylinders, as the head end of the piston is in the suction
stroke, the cranked is on the discharge stroke. This mode of
operation is called "double acting".
Compressor valves are in both the head end and cranked of
the cylinder in quantities based on the cylinder class or work-
ing pressure. The valves are constantly in an open and closed
motion, completing a full cycle on each end of the compressor
cylinder per stroke .
117
Each compressor is designed for a specific application.
most cases there are changing conditions, varying suction I s-
sure or discharge pressure are not uncommon. These condi t iOl's
are calculated based on all variables, so that the horsepower
utilized for each condition can be determined.
Figure 51 shows a common engine-compressor loading curve
giving horsepower, capacity, and variable volume unloader pock-
et data for a varying suction pressure, constant discharge
pressure and for a specific cylinder class and diameter. To
determine the amount of capacity that the compressor is capable
of producing, at a given suction pressure, simply locate the
suction pressure on the curve and read up to the capacity. When
these conditions change, it might call for unloading of the
cylinder, such as indicated. This curve shows the variable vol-
ume pocket (VV Pocket) opening position for a particular suc-
tion pressure. It also indicates compressor horsepower for each
VV pocket setting and capacity.
550
H:lRSEPQWER
500
~
450
w
'"
400
2S
'"
350
'"
w
15
9 300
~
0
10
0
'"
<2>
0
C,.p,.CllY
7 LL
~
6
>-
0
l-
V
'"
""
5
5
2
~
4
Z
w
2; 3
~
2
>
>
SUCTION PRESSURE PSIG 0
25 75 125 175 225
FIGURE 51
-
Jt ,p i .. iJ.ilt46 Ii
I
I
Ie
1
,
6
The basic reason for using the variable volume pocket is
to limit the amount of horsepower so as not to exceed the rated
load of the unit. The variable volume pockets add additional
clearance to the compressor cylinder. To unload or reduce
horsepower and decrease capacity, clearance is added to the In-
side of the cylinder by opening the VV pocket. This permits
additional volume, of the gas being compressed, to remain
inside the cylinder during the discharge stroke. In some cases
it is necessary to add additional clearance by removing a head
end valve or a crank end valve to unload a particular cylinder
and keep it within the rated horsepower of the driver.
Figure 51 has a varying suction pressure for 25 psi gauge
up to 225 psi. As an example, at 125 psi read straight up to
the VV pocket opening. The scale to the right side indicates
the inches of VV pocket opening required at 125 psig, without
exceeding design horsepower. At 125 psig the VV pocket should
be opened to 3-1/2 inches. The next curve is the capacity curve
and at 125 psig suction pressure the capacity is 7 standard
million cubic feet per day. The top curve indicates horsepower
and at 125 psig suction pressure, the compressor horsepower is
540.
As the suction pressure increases, it is necessary to move
over to that pressure and again read up in the vertical direc-
tion to change the VV pocket setting and determine capacity and
maximum horsepower.
Differential pressure, or compression ratios across the
cylinder, also affects horsepower. As the suction pressure
increases, the horsepower increases until it reaches a ratio
limit. At this point the ratios are so small the compressor
actually starts to unload. At 183 psig suction pressure Figure
51, horsepower begins decreasing. It is then necessary to close
the VV pocket to increase capacity while still not exceeding
the maximum compressor horsepower. The important thing about
loading curves, is that they should be made available to the
operating personnel so that they can operate the compressor at
full capacity, but still not overload the driver.
FRAME
As shown In Figure 52, the compressor frame is of heavy
ribbed cast iron construction that is supported at the top by
precision machined tie bars. The frame houses the main bear-
ings, the crankshaft and it also is the base for mounting the
crosshead guides, cylinders, and end covers. The compressor
frame is of a "un shaped design that is open at the top.
119
, ,1.1 1
, L. I
FRAME
Prior to the installation of the crankshaft, the frame
should be inspected in the main bearing area. With the m a t c h ~
marked bearing caps torqued and in their proper location, the
bores can be checked for distortion. The bores should also be
wirelined or checked with a straight edge to insure straight-
ness. If there is distortion, due to bearing failure, the cap
can be milled off, refitted and line bored back to a standard
size.
In most cases, frame bearings are the same as those used
in the engine. They are identical to those used in Inline en-
gines except for the higher rod load compressor frames. After
installation of the crankshaft, bearings, and torquing the caps,
the precision tie bars are installed. It is important that they
all be installed at the same time and torqued evenly. Tie bars
are not match marked to a specific location and should slip
into place. They are a close fit with a very small amount of
clearance and no force should be applied in the installation.
Tight tie bars can create a stress down to the bearing saddles.
When stressed enough, the frame will crack. ~
OPERATING PRINCIPLES . L-, --_l::-
. ()/
FIGURE 52
FRAME
FRAME
The compressor frame is usually grouted to a skid. The
standard approach is to grout the driven portion of the engine
compressor package. After obtaining proper alignment between
the compressor and the engine, the compressor is normally rest-
ing on jack screws in a grout box. with all of the items prop-
erly tightened to the skid or the foundation, the feet of the
compressor can be grouted. The grout is not run completely
underneath the frame, because the curing heat will cause the
grout to expand and it could crack the frame.
Figure 53 illustrates the oil seal rings and covers on
each end of the frame. On the coupling or flywheel end, there
is a stepped slinger type seal to keep the oil in the
crankcase. Normally the only time an oil leak is experienced in
this area is when the frame is overfilled with oil. At the aux-
iliary end, the shaft extends through the auxiliary cover. Some
installations utilize this shaft as an auxiliary drive and it
has a seal around the shaft which is bolted to the rear hous-
ing. This shaft may also be used to drive various types of ana-
lyzer equipment and is a convenient place to take compressor
rpm with a hand held tachometer.
CDMH((.TIHG
000
AUXrLIAl'N
~
FIGURE 53
LONGITUDINAL CROSS SECTION
121
FRAME
The last assembled component of the frame is the cover.
is normally made out of aluminum and used as an access cover.
The cover is vented to atmosphere. Due to the possibility of
gas leaks around the packing glands which can escape and enter
the compressor frame, it is recommended that the vent be piped
outside if the compressor is located in a building.
CRANKSHAFT
The compressor crankshaft, shown In Figure 54, is a heavy
duty forged steel shaft. It is ground in the same manner as the
engine crankshaft and has highly polished journals. It is rifle
drilled from the main bearing up to each connecting rod bear-
ing. The number of throws and main bearings depends on the num-
ber of cylinders or frame size. As an example, a two throw
frame will have two main bearings and two connecting rod bear-
ings.
The same inspection procedures apply to the compressor
shaft as the engine shaft. Anytime a bearing failure occurs,
always check the shaft very carefully. If there are any
scratches or heat discoloration, in most cases the shaft will
require conditioning after being magnafluxed or dye checked. A
complete inspection should be performed each time there is any
question about whether the shaft has experienced some type of
damage.
Figure 54 shows a steel gear on the auxiliary end of the
shaft which has an interference fit. On the coupling end is a
slinger ring seal that is also an interference fit. Both of
these items have to be heated to remove them.
FIGURE 54
CRANKSHAFT
1
CRANKSHAFT
The compressor crankshaft like the engine crankshaft can
be repaired by chroming. It is recommended that the shaft
always be returned to standard deminsions even though under-
sized bearings are available. As with the engine crankshaft, it
is best to have a good core and not weld on the shaft. Ideally
the shaft should be ground down and chromed back to standard,
with 0.020 chrome plating as maximum.
Figure 54 also shows two connecting rod journals, side by
side, between two sets of main bearings. Under balance, there
will be a discussion on balancing a typical compressor. No. 1
cylinder should be balanced to No. 2 cylinder and No. 3 cylin-
der should be balanced to No. 4 cylinder. New style compressors
have counter weighted crankshafts, as opposed to older style
non-weighted shaft, shown in Figure 54.
CONNECTING RODS
The connecting rod as shown in Figure 55 is a heavy duty
forged rod. It is the same basic design as in the engine with a
rod bearing bore and a piston pin bore. Lubrication passes from
the rod bearing to the pin through a rifle drilled passage. Rod
bearings are identical to the main bearings and are inter-
changeable, in most cases, with the engine main bearings. The
4Itin bushing is a steel backed, trimetal type bushing.
Anytime a connecting rod is out of the compressor, always
remove the bearings and the bushings. Completely inspect and
measure the rod bearing bore with the bolts properly torqued.
This will determine if it is out of round or egg-shaped. Repeat
the same procedure with the pin bore. Also check the rod for
straightness to make sure there is no bending in the rod. If
the rod bearing bore is found to be out of round, in most
cases, milling off the cap at the parting line and re-boring
the rod to standard size is an acceptable repair. Caution
should be used anytime there is any amount of discoloration due
to extreme heat, and it is not recommended to rebuild any rod
that shows heat damage. Torquing is critical. Always use the
specified amount of torque and apply the proper torque sequen-
cing steps in increments of various foot pounds until the full
torque valve is reached.
During the inspection of the pin bushing there is one par-
ticular item that must not be overlooked, that is excessive
wear on one side of the bushing. When experiencing wear,
whether it be on the crank end side or the cylinder side, it is
an indication that the problem might be associated with rod
reversal. \The bushing 1.0. is grooved with an angle pattern to
insure a maximum amount of lubrication between the bushing and
123
CONNECTING ROD
FIGURE 55
CONNECTING ROD
pin. Whenever an operating condition requires the unloading of
a particular end of a compressor cylinder and it is necessary
to either pull a suction valve or unload the head end with the
VV pocket, the gas pressure on one side of the compressor pis-
ton will have a tendency to hold the pin against one side of
the bushing. This constant contact between the pin and the
bushing will reduce lubrication and cause excessive wear which
can result in a pin bushing failure. The problem in most cases
can be a v ~ i d e d by maintaining the engine speed above 750 rpm.
This enables the inertia weight force to offset the compression
force, thereby, maintaining clearance and allowing adequate
lubrication to the pin bushing.
CROSSHEAD GUIDE
The crosshead guide is located between the compressor
frame and the cylinder. Crosshead guides come in various
lengths and are of cast iron construction. Figure 56 shows a
typical crosshead guide having two side cover plates on each
side. The larger cover plate, closest to the frame, is the
access to the crosshead. The small cover plate is the access
1
"
. L
L ;;4 4.t,..L.A.iMhMSC
CROSSHEAD GUIDE
~ t o the rod packing and wiper packing glands. In a lot of cases
the small cover is removed so that operators can check for
packing leaks or wiper packing leaks. The crosshead guide has
oil drains and vents which are always vented outside the build-
ing.
Different length crosshead guides are required for dif-
ferent weight crossheads and for special sizes of compressor
cylinders. Large cylinders make it very difficult to get in
between the frame and the cylinder, so a longer guide may be
used. The smallest crosshead guide is only fifteen inches long
and the longer guides do help when it comes to getting to the
valves on the crank end side of a large cylinder.
Crosshead guides have limitations in the size of cross-
heads that will fit. In some cases, it may be necessary to
change the crosshead guide in order to change from a 50 to a
150 pound crosshead.
r-
---
L_ 0
0 0 0 0 0 0
I1iIl!
l7
~
oil 0 0 0
I!Jil[
~
)
k
0
0 0 0 0 0 0
1fjl
/---
FIGURE 56
1pJ
CROSSHEAD GUIDE
/
us
125
1
1
l
;
CROSSHEAD GUIDE
The crosshead guide is mounted to the frame with a thin
paper gasket between the guide and frame. Care should be take
to insure that gasket surfaces are clean. The same care would
apply to the cylinder end. The guide fit at the frame and at
the compressor is precisioned machined for alignment. In addi-
tion, the crosshead guide to frame has two dowel pins, one at
the bottom and one at the top, to frame has two dowel pins, one
at the bottom and one at the top, to properly locate the guide
into position. The cylinder side has a machined lip that the
cylinder fits over for alignment.
At the cylinder side of the crosshead guide there is a
pedestal support. It is normally referred to as the "cold sup-
port," and between the support and guide there are shims to
maintain cylinder and rod alignment. The basic reason for the
crosshead guide support is to decrease the amount of stress
that could develop at the frame due to the guide and cylinder
weight. If not properly supported, distortion occurs and there
is the possibility of experiencing cracks in the frame.
CROSSHEAD AND PIN
A typical crosshead is shown In Figure 57 and is a ductile
iron casting. The crosshead is available in different weights
for balancing opposing cylinders and has replaceable shoe type
bearings on the top and bottom. Shims between the crosshead ar
shoes are not recommended. The crosshead and shoes are desigr
for a fixed clearance within the crosshead guide. Some of the
low rod load frames have crossheads without replaceable shoes.
Crossheads are lubricated on the top and bottom from the frame
lubrication system.
Excessive wear of the crosshead guide slide areas may
occur when the clearance between the guide and the crosshead is
excessive. In some cases, replacement shoes will not correct
the clearance. The guide slide area must be built back to a
standard or the guide must be replaced.
Fastening of the shoes to the crosshead is accomplished by
two methods, which depend on the size of the crosshead.
Crossheads of 100 pounds and above have a threaded casting and
nylock allenhead screws are used on each end. Figure 57 shows
the screw and elastic stop nut method of fastening on a 50
pound crosshead. It is recommended to replace the small 1/2-
inch elastic stop nut each time it is removed. It is also
important to have the proper length screw, to insure full con-
tact with the elastic nut. When these screws come loose, they
come in contact with the guide and groove the guide slide
1
-_.. _------------------
CROSSHEAD AND PIN
o
o
o
FIGURE 57
CROSSHEAD & PIN
area. This particular problem resulted in a design change which
resulted in lengthening the allen head cap screws and adding
self locking nuts.
~ The crosshead pin, Figure 57, is tapered on both ends to
~ t the crosshead. There is a cap on each side of the pin and a
through bolt. The large cap actually pulls the taper pin into
position and it is torqued to the proper value to fasten it
permanently and then the bolt is secured with a wirelock screw.
The newest design has a through bolt with an elastic stop nut.
It has to be properly tightened to insure that the pin is
secured. To remove the pin from the crosshead, reverse the caps
and the large cap can be used as a pulling tool. It is impor-
tant to note that since this is a taper lock pin, the pin can
come loose all of a sudden and pop out of the crosshead fast
enough to injure a mechanic. So remove the pin slowly and do
not stand in front of the pin. If necessary, tap it with a
brass hammer to assist with slow removal. The pin is a hardened
heat treated alloy steel and normally will not show wear, but
it should be measured each time it is removed.
The crosshead bushing has incorporated helical oil grooves
on the I.D. to aid and retain the lubrication. The load applied
to the crosshead pin bushing is developed from the forces of
inertia of the reciprocating masses and the forces resulting
from compression of gas in a cylinder. The inertial forces
develop as a result of the weight of the piston, rod and
crosshead assembly being in reciprocating motion. Many problems
associated with a failed bushing have developed in the past
4Itcause of operating under non-reversal loads.
127
CROSSHEAD AND PIN
In order to properly lubricate the bushing a load reversal
must take place on each stroke. When the load is applied to one
side of the bushing some finite amount of clearance develops on
the opposite side. This clearance is filled with oil lubricat-
ing and cooling the bushing. In order to lubricate and cool the
other side of the bushing a clearance must develop there also.
A reversal in the direction of application of the load must
occur for this to happen. The duration of the reversal must be
sufficient to completely fill the clearance space with oil.
If a single acting cyl{nder configuration is required on
Superior compressors it is recommended that you operate the
crank end which has a smaller piston area, will produce a
smaller gas load, and increase the reversal.
Some of the factors that will affect reversals and have a
tendency to produce non-reversals are:
(1) High compression ratios.
(2) High cylinder pressures. This normally involves high
gas load and small cylinder bores.
(3) Low volumetric efficiencies. (VE). This results from
high clearances particularly when clearance is added
deliberately for unloading purposes.
(4) Slow speed operation in conjunction with other fac-
tors such as small bores and high cylinder pressures.
(5) Single acting operation. Single acting head end is
always more susceptible to non-reversals than single
acting crank end operation.
The piston rod nut which is also shown in Figure 57 may
cause piston rod failures. The threaded bore in the crosshead
is where the compressor piston rod fits, and then is locked in
place with the piston rod nut. Piston rods will break at the
flange of the crosshead if the crosshead threads are not per-
pendicular with the machined face of the crosshead. When the
piston rod or the balance nut is torqued, the rod is actually
being forced or cocked enough to create breakage. The crosshead
should be checked to insure that the threads are perpendicular
and that the mating surface for the balance nut is clean and
true. The balance nut should also be inspected. Check the
threads in the nut to make sure they are perpendicular with the
machined surface on the nut. This can be done by dial indicat-
ing each piece, or by blueing the contact area of the
crosshead.
128
- - - - - - - - - _ a 4 ' 4 ' l 4 .. i_4l11111_.:.
PISTON AND ROD
Compressor pistons vary in size from 2-3/4" to 26-1/2" and
.re either an integral part of a piston rod or a separate cast-
ing of iron or aluminum. Size and material depend upon the
application. Figure 58 shows a typical piston and rod assembly.
The larger the piston the lower the pressure. A piston that is
26-1/2 inches in diameter would normally be operating with dis-
charge pressure below 150 pounds. Pistons of 4-inches in diame-
ter and smaller, are usually integral with the rod. Normally,
pistons 4-inches through la-inches are cast iron and 10-1/2
inches through 26-1/2 inches are aluminum.
Wear is usually experienced in the compression ring
grooves and/or rider ring groove areas of pistons. This is
caused by the piston reciprocating motion. Each time the piston
changes direction, piston ring slap occurs. The greater the
clearance between the ring and the ring land the greater the
wear. Once the wear begins, it continues to the point that pis-
tons must be replaced. In some cases pistons can be remachined
in the ring groove areas and oversized rings can be installed.
W i ~ r
Pllckin.,
Pre.sure Packing
FIGURE 58
PISTON, ROD & PACKING
129
PISTON AND ROD
This problem is much more prevalent in aluminum pistons. Cast
iron pistons sometimes experience scuffing on the 0.0. of the
piston when the piston comes in contact with the cylinder
liner. Ring groove wear on cast iron pistons is normally mini-
mal because the ring materials are softer than the cast iron.
Compressor rings and/or rider band material selection will
vary with customer preference, operating conditions, and the
gas being compressed.
Some examples of piston rings and rider ring materials are
as follows:
BRONZE
THERMOPLASTIC
LAMINATES
, "~
( 1 )
( 2 )
(3 )
( 4 )
TEFLON
( 1 )
(2 )
( 3 )
Low temperature micarta-cotton based resin
phenolic
High temperature micarta-asbestos based resin
phenolic
Low temperature moli-di cotton based moly-
disulphide
High temperature moli-di asbestos based moly-
disulphide
Carbon graphite filled teflon
Glass filled teflon
Glass moly-disulphide filled teflon
Temperatures often referenced with the laminate type of
ring material refer to compressor cylinder operating tempera-
ture. Low temperature rings are good in applications up to
275F. High temperature rings are good in applications up to
375F.
Piston rods vary in length depending on the compressor
cylinder classification. Rods are normally of a SAE 4140 mater-
ial with and without rolled threads on the crosshead end. All
Superior rods are flanged at the piston area diameter varies
from 2-1/2 inches to 4-1/2 inches. On applications where the
piston is aluminum, the rod nut seats against a steel washer
that acts as a flange on the head end of the piston. This is
required to give a hard seating area for the piston nut when it
is torqued. Threads on piston rods with high rod loads (30,000
to 35,000 pounds) are normally manufactured with rolled
threads.
131
gause
PISTON AND ROD
Rods can also be manufactured with sophisticated hardening
procedures in the packing area. Typically, a rod could have
tungsten carbide in the packing area to improve wear resis-
tance. Piston rods are normally 2 or 2-1/4 inches in diameter.
During inspection of a piston rod, one of the first things that
should be checked is the threaded area that screws in the
crosshead, to make sure no threads are damaged. Then inspect
and measure the area that normally runs in the packing to make
sure that it is not worn to the point that there could be
excessive blow-by. In the case of bad thread or a worn rod,
replacement of the rod is required. In installing the rod
through the pressure packing and wiper packing, thread protec-
tors are used around the threads to push the rod through the
case without damaging the packing sealing capability.
Rod load limits exist on all Superior piston rods and are
dependent on several factors including piston and rod diameter,
stroke, RPM, reciprocating weight, clearances, valve losses and
single or double acting conditions. Several years ago ~ h i t e
Superior developed a program to evaluate rod load. This program
is used to size compressor cylinders for specific applications.
Calculates the maximum compressive and tensile rod loads using
the operating pressures external to the cylinder to obtain
external rod load. External rod load is a close approximation
f
the actual rod load and indicates whether a reversal exists.
defining a limit for E.R.L. you can also determine if the
,agnitude of the rod load exceeds the design loading capability
of the machine. This limit is set somewhat below the actual or
internal rod load which is based on pressures internal to the
cylinder. The use of external rod load limits enables the cus-
tomer to periodically examine their rod loads as operating con-
ditions change. The rod load limit is provided for each Superi-
or compressor and can be found in the front part of the com-
pressor section of the parts manual.
PACKING
Packing can be classified into two types: pressure packing
for the compressor cylinder and wiper packing for the compres-
sor frame. Figure 57 shows both of these types and gives a good
cross section of the pressure packing and the wiper packing.
Note that the pressure packing assembly is bolted to the cylin-
der itself and the wiper packing assembly is bolted to the
crosshead guide. The pressure packing case has either a gasket
or o'ring on the piston side that seals it against the cylinder
body. It is important that the bolts or cap screws are of the
proper length in order to tighten the packing to the cylinder.
If the bolts are too long they bottom out and then gas leaks
around the outside of the packing case. Anytime the packing
case assembly is leaking on the outside of the case, gas leaks
4Ite going to be experienced externally to the crosshead guide
4i.
131
..; ~ ,
PACKING
chamber. When the packing case leaks internally, it is ventec
outside the building through vent lines. The main purpose of
the pressure packing is to seal the gases from escaping from
compressor cylinder.
The wiper packing's purpose is to retain the lubricating
oil inside the compressor frame. Each time the piston rod moves
to the outward stroke, the wiper gland is scrapping the oil off
the rod and returning it to the compressor frame.
There are several different type packing materials avail-
able. Some of the most common are bronze, moly-disulphide,
teflon, thermoplastic, and cast iron. The material selected
depends on the type of service and customer's preference.
It is recommended that the packing case be completely
removed from the cylinder for inspection or repair. Some people
have tried to repair the packing assembly in place and in most
cases they end up causing damage to the packing or improperly
re-installing the packing. It is very important that prior to
disassembly of the packing case, that it is marked by numbering
the individuaL sections so it can be reassembled in the same
manner. After disassembly of a packing case one of the main
items to check is the diameter of the individual gland bores
and the depth of t h ~ bores. A packing case that has run for
awhile will show wear. What is required is to bring these cav'
ties back to standard by machining and lapping each one. T h i ~
applies to pressure packing as well as the wiper packing.
Most packing cases are oil lubricated - the only exception
being non-lube applications such as a liquified natural gas
service. Some packing cases are both oil lubricated and water
cooled. Water cooled packing cases will contain small o'rings
to shield around the water passages from one gland to the
other, so extreme care should be exercised when assembling
these parts.
The other item that should be noted during reassembly of
the packing cases with new packing is that it is important that
the type of packing be noted for each gland. There are double
acting, single acting and wiper packing rings. It's important
that these packing rings face the correct direction and are
installed in proper sequence, so the packing case performs as
it was intended.
CYLINDER BODY
~ Compressor cylinder sizes range from 2-3/4 to 26-1/2 inch.
The cylinder body material varies from cast iron, to cast
steel, to forged steel. The cylinder material depends on the
operating pressure required. Normally from vacuum up to 1500
psi, cylinders are cast iron; from 2000 to 2500 psi, cylinders
are cast steel; and from 3000 to 7500 psi, cylinders are forged
steel. Some cylinder bodies are equipped with replaceable lin-
ers as shown in Figure 58 and some are not. The disadvantage of
a cylinder body that does not have a replaceable liner is that
it is very difficult to repair the cylinder, especially when
there is not enough casting to machine out for a liner. The
size and the class of the cylinder will determine if a liner
can be installed. The most common method of repair of a cylin-
der that cannot be relined is to bore the cylinder out to the
next standard size or to the next fractional dimension and
install oversized rider rings, piston rings, and in come cases,
pistons.
Damage or wear to a cylinder liner simply requires re-
placement of the liner. Cylinder liners are available in two
different configurations, depending on the cylinder class.
Standard 0.0. - 1.0. liners (without a flange) are held in
place with an interference fit. Flange type liners normally
have a minimum clearance between the cylinder body and the 0.0.
of the liner. Flanged liners are held in place by the cylinder
~ e a d torqued against the flange. Interference fit liners nor-
~ a l l y have to be removed by machining and then the new liner is
frozen so that it can be pressed in, thus maintaining the prop-
er interference fit. Most interference fit liners have to be
machined in the 1.0. after installation.
Any time a liner is removed from the cylinder, always make
sure that the cylinder bore is clean and true. The bore should
be measured to insure the proper liner to body fit. Sometimes
replacement liners are not finish machined on the 0.0. Make
sure the cylinder bore has been cleaned and that the replace-
ment liner is machined on the 0.0. to get the proper interfer-
ence fit between the liner and the cylinder.
Each cylinder has a water jacket built into the cylinder.
The operating pressures and temperatures will determine the
requirements to circulate cooling water through the cylinder or
to have static cooling. Static cooling is accomplished by fill-
ing the cylinder water jackets with a liquid such as light
weight oil or antifreeze utilizing an expansion reservoir and a
vented cap to allow for expansion at normal operating tempera-
tures.
133
j
'1
}
,
.,
CYLINDER BODY
FIGURE 59
CYLINDER BODY
Figure 59 show$ two passages at the bottom, which are
indicator cock passages for both the crank end and head end.
These passages are normally used for operating compressor a n ~
lyzing equipment. Instrumentation can be hooked up to these
passages that will indicate pressure and volume from which
horsepower can be calculated during operation. The indicator
passage is drilled into the center, exactly mid-point on the
vertical plane, and it can also be used to determine the total
volume of the cylinder by use of a liquid.
One of the most important items associated with the com-
pressor cylinder assembly is to properly set the piston to
cylinder clearances. After installing a piston and rod complete
with rings, it is then time to set the compressor piston clear-
ance. First rotate the compressor unit until the crosshead is
at its full inward position. Verify this by using a dial indi-
cator. Next install the piston with the balance nut on the
threads to lock the piston rod to the crosshead. Screw the pis-
ton in until it touches the crank end side of the cylinders
rear head. At this time install the cylinder front head and
tighten several of the cylinder head studs to secure the head
in its normal position. Rotate the compressor unit until the
crosshead is at its full outward position, again by using the
dial indicator to indicate that position. -Then with the use of
a feeler gauge, measure the total cylinder clearance. The total
clearance will normally be .180.
CYLINDER BODY
One-third of that total clearance should be placed on the
crank end and two-thirds on the head end or .060 on the crank
end and .120 on the head end. Next remove the front head,
rotate the compressor unit again until the crosshead is at its
full inward position, and properly adjust the crank end side of
the piston to get one-third total clearance or approximately
.060. After setting the crank end clearance lock the piston rod
or balance nut to the crosshead. Then recheck the head end. The
primary reason for the 1/3 and 2/3 setting is to compensate for
the rod expansion under normal operating temperatures. The pis-
ton and rod assembly will grow toward the head end and the
clearances will become approximately equal during operation.
The actual clearances should then be recorded for future refer-
ence.
PLATE VALVE
GENERAL
The plate valve, as discussed in our basic operating p r i n ~
ciples of compression, is nothing more than a spring loaded
check valve. As shown in Figure 60, the major components of a
compressor plate valve, are the guard, seat, plates, springs,
and the valve bolt. The valve guard is the housing for the
~ p r i n g s and the guard is machined to a total lift depth accord-
~ n g to the valve plate thicknesses and the required lift for a
particular application. The valve plates are held tight against
the seat by the valve springs and the only time the valve
plates will activate is when the pressure on the spring side of
the valve is lower than the pressure on the seat side. Gas flow
is always against the springs.
The valve plates are available in either stainless steel or
thermoplastic. Both come in various thicknesses. The most com-
mon stainless steel plate thickness would be the .082. The
thermoplastic valve plate is available in .082 and .125 inch
thicknesses.
The valve springs are wire coiled and shotpeened. They do
have a cast iron spring seat insert that makes contact with the
plate instead of the end of the spring coil. The spring and the
seats are color coded and it is very important that the proper
spring be used in a specific valve assembly at all times. It is
not unusual to use a different spring in the suction valve ver-
sus the discharge valve of the same cylinder. Springs come in
various sizes and each size will have various spring tensions
available. Just because a spring is of the same size it does
not necessarily mean it is the same tension; that is the reason
springs are colored coded.
135
I
:.;
GENERAL
The valve assembly is held together either by a stud or a
bolt. The valve will have a center sleeve to properly locate
the guard with the seat. The valve bolt will also have a g a s k t ~
underneath the head of the bolt which must be replaced any time
it is necessary to disassemble the valve .
VM...VE
i
,
"
RECONDITIONING
FIGURE 60
PLATE VALVE
After removing valve assemblies from a compressor and
before disassembly of the valves for reconditioning, it is
important to remember that the condition of each component be
documented, whether it be worn valve springs, spring seats
plates, spring wear patterns or damage to the guards and seats.
Valve seat surfaces must be free of nicks or cracks of any
type. One of the major problems in reconditioning compressor
valves, is that they are taken down, cleaned, the seat surface
lapped and no checks are ever made associated with the total
guard lift depth. It is important if the guards require to be
machined, that the design lift, with the specified plate thick-
ness, be maintained.
Compressor valve guards should be inspected in the ring
travel area, checked down in the spring holes for wear patterns
or excessively worn areas, valve seats should be inspected even
though there are no signs of excessive wear or visual scratches.
RECONDITIONING
The seat should be lapped on a valve lapping machine to
insure a true flat surface. A valve seat that does not have a
true seating surface will bend the plates in operation and if
stainless steel type plates are in use it could create breakage
because of a distorted seat. During this lapping process
inspect the seat and the actual area that contacts the plate
(small ridge). The main seating surface has a groove machined
in it. This ridge pattern assists in cooling the valve during
normal operation. The gas that is flowing over the ridge will
cool the valve quicker than having a common flat surface
throughout the whole plate area. During the lapping process
this ridge could roll up on top of the seat and get the
plate and the seat, therefore cracking the plate. If extensive
lapping is required, it might be necessary to file off this
sharp edge.
Valve failures are sometimes incorrectly solved by in-
stalling a thicker plate. Whenever thicker plates are in-
stalled, the original assembly design is changed. The one thing
that must be kept in mind is that the proper lift must be main-
tained. As an example if it is necessary to convert from an
.082 inch thick plate to a .125 inch thick plate, then the
guard must be machined to allow for the thicker plate and also
to maintain the original lift. By decreasing the lift of the
valve assembly the pressure drop across the valve is increased,
capacity decreased, or the horsepower required to flow the
amount of gas will increase.
One of the most common items noted in repairing compressor
valves is spring failures. There are a lot of springs on the
market, some of which are properly designed, but many of which
are not. It is important to have the correct spring, shot peened
and with the correct spring rate, in order to have the compres-
sor plate valve operate efficiently and with minimum failures.
Anytime continuous valve failures are experienced, good
records should be maintained so that the failure can be an-
alyzed. It is also important that if the same failure occurs
each time with a particular valve plate, this information
should also be recorded. For example, if the outer valve plate
is breaking on the same valve constantly, it indicates that
there could possibly be a gas pulsation problem. The main pur-
pose of the spring is to return the plate to the valve seat
seating surface and to hold the plate against the seating sur-
face so that it does not flutter or bounce back. This is why
there are the various spring tensions available. Ideally, the
valve plate should return to the seat and stay there. If gas
pulsations are experienced, then the plate would have a tenden-
cy to bounce off the seat. This can usually be corrected by
using a stronger spring. Sometimes it might also dictate a
for orifice plates in the gas piping or pulsation
laiN
137
"
. ~
RECONDITIONING
bottles to reduce pulsations. Emphasizing once more, it is
important to keep proper records of valves because it will hel
In determining the corrective action to be taken.
During the repair of the valve seat or the valve guard it
is very important to maintain the total thickness of the valve
on the flange area because every time the seat is machined
and/or lapped the total thickness of the seat is decreased. As
an extreme example, it could be possible to decrease the total
thickness of the outer flange of the valve, where the gasket
fits, to the point that the valve cap would actually sit
against or rest against the compressor cylinder body. In this
situation, it would not enable the mechanic to torque the valve
properly into place. The valve to cylinder gasket should be
replaced each time the valve is taken out and the seating sur-
face should be checked to insure that there is a good surface
that will enable the valve to seal from the cylinder compres-
sion chamber. The gasket is available in various material. The
different materials are copper, aluminum, and different grades
of soft cast iron. Again, it depends on the type of service.
One thing that should be noted is to never use any type of cop-
per gaskets, bronze rings or bronze packing in a sour gas (H2S)
application because the gas will attack the copper and bronze,
which will result in a lost seal.
RETAINER
The valve retainer or chair is just a distance piece or
spacer between the valve assembly and the valve cap that holds
the valve assembly in position. The valve retainer should be
inspected on a periodic basis. From Figure 59 it can be seen
that the valve retainer has a set screw in the side, on the cap
side. The only time the set screw is used is when the valve is
on the bottom or discharge side of the cylinder.
After installing the valve retainers in the discharge
valve pockets, simply snug the set screw against the cylinder
wall in order to hold it in place while installing the valve
cap. Do not over tighten - just snug it up enough to hold the
valve retainer in place so that the valve cap can be installed
properly. Set screws located in the suction valves or the top
valves in the cylinder should be removed and discarded because
they are not required and sometimes they come loose, fall down
near the valve and/or end up in the gas stream.
li. .44 ,l,_,LUxaa&ECSll ta"
130::
VALVE CAP
4It The valve cap will normally contain an o'ring. The o'rings
~ r e supplied in two different types of materials, depending on
the operating temperatures. Normally the suction valve will
have a neoprene type rubber o'ring and the discharge will have
viton, because of the higher temperatures. The viton can with-
stand a much higher temperature than the neoprene. Mixing up
cap o'rings and using a suction valve o'ring in place of a dis-
charge valve o'ring will cause a leak. In some cases customers
just buy discharge o'rings and use them in both the suction and
discharge valves. The viton o'ring, or the discharge o'ring,
will be marked with a white paint dot or stripe on the outer
edge of the o'ring. It is recommended that the o'rings be
replaced each time the valve cap is removed. It is very impor-
tant that the valve cap be torqued properly when reassembled.
UNLOADER
HEAD END
""--
FIGURE 61
HEAD END UNLOADER
As reviewed under operating principles, when conditions

change such as suction and discharge pressures, cylinder un-
loaders are used to control compressor horsepower and/or vol-
ume. Normally horsepower and volume are controlled by engine
speed; however, under overload conditions and volume require-
ments outside the driver speed range, unloaders must be
t
lOyed. Figure 61 is a cross-section of a manual type cylin-
head unloader which is most commonly referred to as a vari-
e volume pocket (VV pocket). As indicated, the assembly con-
sists of a piston, an operating screw, a locking handle and a
handle which turns the screw to set the piston position. A
scale indicates the amount of opening in inches
139
....,
1
I
r
~
HEAD END
A requirement to decrease capacity, or load, on the com-
pressor necessitates an increased cylinder head end clearance
by backing out the piston and volume (clearance) is added to
the head end of the cylinder. To increase capacity the screw lS
turned so as to move the VV pocket piston in. Normally, the
scale is graduated from 1 to 7 inches.
The main items requiring maintenance are the operating
screw and piston. The piston is subject to a pulsating force
which results in fatigue breakage of the screw at the step down
fit for the piston. Other maintenance items include the period-
ic replacement of the packing around the operating screw, which
is a rope type packing, held in the gland by a flange.
A new design for the operating screw and VV pocket piston
has eliminated most of the maintenance problems. This change
incorporates a flanged operating screw with a series of studs
that extend through the piston with lock nuts on the cylinder
side.
There are also pneumatic cylinder head unloaders that are
of the same basic design as the one shown in Figure 61.
The differences in design is that the piston is positioned
either in the open or closed position by a pneumatic actuator.
VALVE
Figure 62 is a cross-section of a pneumatically operated
valve unloader. This type of unloader is used on a suction
valve and makes the valve "in operative" by holding the plates
down. The unloader is activated by pressure being applied to
the top piston, driving the fingers down and pushing the valve
plates away from the seat. After the pressure is removed, a
spring on the backside of the piston lifts the fingers back off
the valve plates. There is also an assist spring on the bottom
of the fingers to give additional force to bring the unloader
to the de-activated position.
The unloader fingers on this type of design, vibrate due
to cylinder pulsations and breakage is common. Older designs
attached the fingers directly to the actuating shaft without a
centering bushing and tended to bind up because of side move-
ment.
VALVE
FIGURE 62
VALVE UNLOADER
Valve unloaders are-also available in a manual type which
incorporates a screw which moves the fingers in and out. Valve
unloaders should be a last resort for controlling horsepower or
capacity because of the problems that have been experienced
with present designs. In most cases valve unloaders have been
eliminated on equipment originally furnished with same, due to
the mentioned problems.
141
LUBRICATION SYSTEM
GENERAL
The compressor frame lubrication system is similar to the
engine previously discussed. The system piping is shown in
Figure 63 and incorporates a strainer, pump, pressure relief
valve, cooler and filter. The lubrication system provides pres-
sure lubrication at 30 to 40 psi to the main bearings, connect-
ing rod bearings, and the piston pin bushings. Since the com-
pressor frames are not subject to high temperatures and do not
have the combustion carbon problems like the engine's, oil
changes are minimum. Normally, customers change oil once a year
in compressor frames.
FILTER
~ i l i ~ ~ = T ~ ~ - - = - t
o ' "1
i
FIGURE 63
LUBRICATION SYSTEM
PUMP & RELIEF VALVE
The pump is a positive displacement type and is gear dri-
ven off the end of the crankshaft. Like the engine pump, it is
submerged in oil, so all parts are well lubricated and wear is
minimum. On a major overhaul the bronze bushings around the oil
pump shaft are normally replaced.
142
PUMP & RELIEF VALVE
The gaskets in the pump come in various colors and the
color indicates the thickness. These gaskets are actually shims
and are used to set the end clearance of the pump. Care must be
taken during reconditioning because the gasket thickness varies
the capacity of the pump.
The pressure control valve is a simple design and is noth-
ing more than a spring loaded relief valve. To increase lube
oil pressure on the system, the lock nut is loosened and the
screw is turned clockwise, which increases the spring tension
and increases the oil pressure to the system. When the relief
valve unseats, it bypasses excess oil back to the frame.
As recommended for the engine, a pre-lube type system is
also required for the compressor. The reason is that anytime a
compressor is started without a pre-lube cycle, it will operate
for a short period of time without any lubrication to the
internal components.
Another maintenance tip that should be pointed out, is
associated with the pump and lubricator gear drive. Originally
all these gears were made of cast iron. Failures due to materi-
al in teeth design required a design change to steel gears. It
is recommended during compressor overhauls, that the pump and
'ubricator gears be changed to the new design. It is not recom-
ended to only change one of these gears because of then having
3 steel/cast iron running combination.
COOLER & FILTER
The lube oil cooler is a standard steel tube design. Water
flows though the tubes and the lubricating oil flows around the
tubes. The important item to note here is that a temperature
indicator should be located on the cooler inlet and outlet. The
compressor lube oil temperatures going into the frame should be
IBOF. In some cases, the oil must be heated so as to maintain
a high enough temperature so that condensate will not form in
the frame. The compressor lube oil filter is of the same design
as the standard engine filter. It will have an internal by-pass
valve for cold start-ups. which normally causes no maintenance
problems. The elements should be inspected periodically to see
if there is any babbitt or other foreign particles which may
depict a wearing part.
143
t
FORCE FEED LUBRICATION
METER PANEL
o
PKG
O ~
1----"'-1 CYL
FEEDER MANIFOLD
PKG
CYL
MANIFOLD
LUBRICATOR
CHECK VALVE
PRESSURE INDICATOR
STRAINER
FIGURE 64
LUBRICATOR SYSTEM
SYSTEM
The force feed lubricating system provides oil to the var-
ious packing assemblies and the compressor cylinder, between
the piston and cylinder wall. The lubricator system is not what
is normally referred to as a closed system. All the oil that
passes through this system is unrecoverable oil. It most com-
monly is removed by the gas stream of the compressor cylinder
and therefore, becomes lost oil. The system design varies
depending on the compressor application and operating condi-
tions.
Figure 64 shows the components of a basic system. First
there is a lubricator, that is driven off the auxiliary end of
the compressor frame. The number of pumps varies depending on
the amount of oil needed throughout the system. In this partic-
ular example, two pumps feed into a common manifold. The mani-
fold would normally have some type of high pressure indicator
that would indicate if the system is overpressured. Included
would be a small pressure indicator with rupture disc and a pin
to indicate a high system pressure. Down stream of the manifold
there should always be a filter or strainer to filter the
SYSTEM
lubricating oil. The system should also include a meter panel
to indicate the amount of oil that the system is using.
Downstream of the meter panel is a no-flow valve and indi-
cator. This valve signals a loss of oil or a no-flow condition
within the lubricator system. This alert or signal should shut
down the compression prior to damaging the unit due to lack of
lubrication. The next item in the system is a feeder manifold
or distribution block. The block is sized to supply the various
lube points. This particular system shows three main lubricator
distribution blocks. One block feeding both packing glands and
an individual block going to each cylinder. The size of the
block is dependent on the amount of oil required to that par-
ticular point.
The feeder manifold is sized to meter oil to specific
points, in pre-determined quantities, so it is important to
reassemble the manifold exactly as it was originally assembled.
Mark each lube point connection to make sure that it is con-
nected properly to the manifold. Pin indicators are also a part
of the feeder manifold or distribution block. Indicators have a
rupture disc inside that is designed to burst under high pres-
sure. When the rupture disc bursts, a pin pops out and indi-
cates that the system is overpressured or has some other fail-
Ire within the system that needs to be corrected.
The amount of pressure on each lube point is dependent
on the operating pressure inside that cylinder. The lubrication
system pressure must exceed the compressor operating pressure,
in order to deliver the required amount of lubrication to a
specific point. If the lube line is plugged or damaged, the
system is protected by the rupture disc.
OIL VISCOSITY
The type of oil that is used in the force feed lubrication
system is dependent on the type of compressor service.
Pressures and the size of the compressor cylinder will affect
viscosity selection. Figure 6S indicates various viscosity
requirements for Superior compressor cylinders. The only excep-
tion to this table is applications dealing with wet gas.
Anytime there are liquids in the gas stream there is a tendency
to wash the lubricant from the cylinder wall and the only way
to maintain proper lubrication is to increase the viscosity of
the lubricating oil. This problem would normally be indicated
by excessive piston ring wear or excessive cylinder wear or
both.
145
OIL VISCOSITY
MINIMUM VISCOSITY (SSU@210oF)
o 10" 10"-15" 15" 20" ABOVf
PRESSURE
(PSIG)
0-500
500 - 1000
1000 - 2000
2000 - 4000
4000 - UP
CYL,DIAMETERS
60-70
70-80
80-100
100-150
150-200
60-75
70-85
85-100
65-75
75-85
65-1
75- ~
, "
J:
~ :
FIGURE 65
OIL VISCOSITY
OIL QUANTITY
W64 900 RPM 900FT/MIN
LUBRICATOR RATIO 60:1 2 PUMPS
2X IX OIL OIL
CYL PKG BORE PKG CYL
1 4 6-1/2 8
12
2 4 5-1/2 8 12
3 4 6-1/2 8 lEi
4 4 8-1/2 8 16
TOTALS = lEi +
27 = 43 INCHES
NORMAL OIL REQD = .2 PINT/DAY-IN X 43 IN = 8.6 PINT/DAY
BREAK-IN OIL REQD = 2 X NORM = 2 X 8.6 = 17.2 PINT/DAY
AT 900 RPM 7 60 OR 15 RPM CAPACITY/PUMP = 13.8 PINT/DAY
MAX CAPACITY FULL STROKE ON ALL 2 PUMPS = 27.6 PINT/DAY
NORMAL PUMP SETTING = 8.6 7 13.8 = ONE PUMP 63% STROKE
BREAK-IN PUMP SETTING = 17.2 7 27.6 = TWO PUMP 63% STROKE
FIGURE 65A
OIL QUANTITY
--------------
OIL OUANTITY
The amount of lubrication that is required for the lubri-
cation system depends on the total area to be lubricated. By
adding the number of packings, the size of the rods, the size
of the cylinder bores, and the area to be lubricated, the total
volume of lubrication required at each point may be determined.
Figure 65A gives a typical example and procedure for determin-
ing these requirements. A specific lubrication sizing sheet is
a part of the data furnished with the equipment for a given ap-
plication. There is a "break in" oil period, which is two times
normal rate. After operating the unit for one or two weeks, the
quantity may be cut to a normal lubrication quantity.
LUBRICATOR ASSEMBLY
Diacharge
Sight
o
o
o
FIGURE 66
LUBRICATOR & DRIVE
I-
I
I
I
o
o
o
l
I
I
147
~ J
<
LUBRICATOR ASSEMBLY
The lubricator assembly, or pump assembly, is available
from a number of suppliers and therefore there are various
types and models available. The one shown in Figure 66 is a box
type lubricator assembly with individual pumps. Pumps can be
added or deleted depending on the amount of oil that is
required. The lubricator has a right angle drive driven off the
end of the crankshaft. The drive gear assembly contains bush-
ings which would normally be replaced during overhaul. The
drive coupling is normally a fiber disc type and it should be
checked for excessive wear or fatigue cracks. The lubricator
has to be aligned with the drive coupling so there is end gap.
Proper alignment can normally be accomplished by using a feeler
gauge or dial indicator.
To decrease the amount of oil pumped by an individual
pump, loosen the lock nut on the plunger and screw in on the
adjusting nut. By turning the nut clockwise, it restricts the
plunger travel, which decreases the amount of oil output. The
s u p ~ l y to these pumps is normally external and make-up tank, or
an external supply source, must be available to the system.
when the pump rocker arm is lifted by the rotating cam shaft
which forces the piston in the upper stroke lubrication is
forced into the system. The pump takes suction on the downward
stroke.
BALANCE
To assist in balancing Superior compressors there are dit-
ferent weight crossheads and different weight balance nuts.
Specifically, crossheads are available in weights of 50, 75,
100 and 160 pounds. Ten different balance nuts are available in
5-pound increments, from 5 pounds through 55 pounds.
Superior compressors are designed so that the reciprocat-
ing parts of opposing throws must be balanced within 1 to 2
pounds. The reciprocating parts include the connecting rod
assembly, crosshead pin assembly, piston-rod-piston nut-ring
assembly and the balance nut. When a compressor is overhauled
or revamped with different cylinders the weights of all recip-
rocating components must be recorded and balance nuts selected
so as to obtain the required mechanical balance.
It is only required to balance opposing throws. On a W64,
for example, the total weights of throw number one are balanced
against the total weights of throw number two. The same applies
to throws three and four. It is not necessary to balance
weights between throws number two and three because the crank-
shaft design is such that these two throws are not considered
to be opposing, for balancing purposes.
14
BALANCE
All the reciprocating parts vary in weight. Connecting
e rods, with the same part number can vary in weight up to 2 -1 / 2
pounds. Piston rods are either 2 or 2-1/4-inch in diameter and
lengths vary depending on the guide, cylinder class and piston
design. Pistons vary in weight due to material, diameter, ring-
rider grooves and different clearance requirements. Compressors
with consecutive serial numbers and pistons with identical part
numbers can vary in weight from 10 to 15 pounds. Obviously,
rings also vary in weight depending on material, diameter,
width and radial thickness. The point being, that any time any
of these components are changed, weights and balance must be
re-checked.
Some of the parts are stamped with weights to assist the
mechanic in balancing. Crossheads have part numbers and are
often stamped with a weight. Balance nuts are identifiable by
part numbers. Compressor piston, piston nut, rod and rings are
stamped on the outside edge of the head end with the assembly
weight and the piston weight is stamped on the same end near
the nut area. Replacement pistons are stamped with the weight
also in the nut area and should be tagged with a balance warn-
ing note concerning the possibility of weight variations.
Figure 67 illustrates typical compressor balance data. As
~ n be seen, the parts for each cylinder is identified by part
~ m b e r and the actual measured weight of each part. A practical
:xample would be to first add the weights of the connecting
rods and piston, ring and rod assemblies. For the 8-inch cylin-
der the weight of these two components is 232 pounds vs 289
pounds for the 15-inch cylinder. There is a 57 pound unbalance.
The first balance selection should be the crosshead. By choos-
ing the lightest crosshead (50#) for the 15-inch cylinder,
let's assume for the trial and error approach, that a 100#
crosshead will work for the 8-inch cylinder. The actual weights
of the components are then 335 pounds for the 8-inch and 341
pounds for the l5-inch or a six pound differential. By select-
ing a 5# balance nut for the l5-inch and a 10# for the 8-inch
the opposing throws are in balance within the specified toler-
ance of 0 to 2 pounds; 345 pounds vs 346 pounds.
The method of torquing balance nuts to the crosshead has
often been in question. The torque that is normally called for
on the nut is approximately 900 to 1,000 foot pounds. In the
past, because of the design of the compressor and the crosshead
guides and the location of the various cylinders, it was very
difficult to install a torque wrench in the unit to obtain a
specified torque. In most cases this nut is torqued by using a
crosshead balance nut wrench and a sledge hammer or a chain
hoist. The most common problem in using this method is over
'orquing, distortion of the threads, galling of the threads or
"erstressing the rod and/or nut.
149
P-920-175
P-938-653
BALANCE
CYL. DIA. 8"
GUIDE PT.NO.
PISTON PT.NO.
CONN. ROD TOTAL
PISTON, RINGS & ROD
CROSSHEAD P-901-076
BAL.NUT P-900-962
TOTAL WEIGHT
CYL. DIA. 15"
GUIDE PT.NO. P-920-175
PISTON PT.NO. P-938-794
CONN. ROD TOTAL
PISTON, RING & ROD
CROSSHEAD P-906-083
BAL. NUT P-900-952
TOTAL WEIGHT
THROW HI
LENGTH 35"
RING MATL-MOLY-DI
WT. 96
WT. 136
WT. 103
WT. 10
345
THROW H2
LENGTH 35"
RING MATL-BRONZE
WT. 95
WT. 194
WT. 52
WT. 5
346
fi
i
I
FIGURE 67
COMPRESSOR BALANCE DATA
The procedure shown in the Figure 68 is a
method of obtaining a consistent torque. This method corre-
lates nut rotation for different diameters with the required
torque of approximately 950 foot-pounds. For example, with a 5#
hex nut on a 2-inch rod, the manner in which this nut would be
torqued would be to first bring the nut up hand tight and
inscribe the corresponding line on the nut and crosshead. As
indicated by the figure, then measure over on the nut counter
clockwise a distance of 1/2-inch form the original line and
inscribe a second mark. Then, tighten the nut with the
crosshead balance nut wrench until the second mark lines up
with the inscribed mark on the crosshead. The nut will then be
torqued to approximately 950 foot-pounds. This value is based
on starting with clean, lubricated threads on both the rod and
nut.
When excessive vibration on a compressor unit is reported,
the first step is to determine if the unit is in mechanical
balance. After removing all the valves from each cylinder the
compressor can be run in an unloaded condition. With the use of
a vibration analyzer horizontal and vertical amplitudes can be
measured. Points of concern would be the crosshead guides and
the cylinders. The normal accepted vibration during mechanical
operation is 0 to 8 mils. If vibration is excessive, then it
might be necessary to perform a tear down and a physically
weigh all the reciprocating parts.
BALANCE
CROSSHEAD
INDEX LI NE
BALANCE NUT
INDEX LI NE
CROSSHEAD NUT NUT CHORDAL
BALANCE NUT WEIGHT DIAMETER
DISTANCE /lX/I ( IN. )
PART NUMBER (LBS.) (I N. )
2/1
RODS 2-:\;/I
RODS
e
P-900-952 (2")
5 4" HEX 1/2 5/8
P-900-953 (2!t;")
P-900-962 (2") 10 6 5/8 3/4
P-935-201 01,;")
BALANCE NUT TORQUE
FIGURE 68
If the vibration is found to be within the normal limits,
then the next step would be to install the valves and load the
compressor to normal conditions. Rerun the vibration analyzer
test and record the amplitude and frequency readings. If the
vibration is found to be excessive, then it is probably caused
by pulsation. The information should then be passed along to
the original packager who will run an analog study on the unit.
Vibration caused by pulsation can usually be corrected by the
addition of orifices, chokes or re-designing the suction and
discharge bottles.
151
, .
f-
,.
..
,.
FOUNDATIONS
start with a geologist, since many problems have been experi-
enced in the field because engines were installed over salt
domes, shale beds, or other structures which caused vibration
and/or alignment problems. Certainly, one should consult a good
foundation specialist to assure that the location has proper
soil bearing capabilities, that pilings are driven, if
required, and that the foundation is of adequate mass and prop-
erly reinforced with steel to support both the static and
dynamic loads.
Drainage must be provided from the foundation. It is good
practice to completely seal the foundation with one of the many
epoxy cement sealers now available. Oil and water impregnation
has probably resulted in more foundation damage than any other
cause.
"J" hook bolts mounted directly in the concrete should not
be used, since they do not have enough holding power. Instead,
one should go to a vertical foundation bolt design, grouted and
in cans, which protect the bolt from concrete corrosion and
permit the utilization of bolt stretch.
Equipment installed on the foundation must be held down,
supported and yet must be free to move horizontally for thermal
expansion.
---
~
\"
f- - ,
Ground
;- \
ti-
I
<
Level
\
I
~
\
I
I
I
r
FIGURE 70
FOUNDATION
1
BLOCK MOUNTING
GENERAL
For years, engines and related equipment were mounted on
concrete foundations, wherein sand and cement grout was poured
under and around the engine and held down by foundation bolts.
Later in time, new non-shrink grouts were developed, many of
which had metallic fillers from which they obtained their non-
shrink characteristics. Many of these materials created prob-
lems because the fillers tended to expand due to chemical reac-
tion with water and actually swelled and distorted the founda-
tion support causing alignment problems. When engines are
mounted in this manner, as the engine heats up it transmits
heat to the foundation on which it is sitting; therefore the
foundation swells from thermal expansion, as shown in Figure
70. The ends of the engine and foundation radiate more heat
than the center, and this causes the entire mass to "hump" in
the middle and destroy alignment.
Relatively new epoxy grouts have also been tried on this
type of foundation but they do not solve the real problem. To
cure this humping problem, engine manufacturers went to rail
type designs, wherein the engine sat on machined steel chocks
and the chocks were positioned on rails. This type of mounting
provided relatively good ventilation under the unit and the
support members served as heat dams, to reduce the heat trans-
fer to the foundation. Rail type mounting was a considerable
improvement over solidly mounted units; however, despite the
extended life afforded, many problems still continue to show
up.
First of all, as the new epoxy grout came into being, the
engine manufacturers tended to believe that epoxy bonded to
steel and keying was not necessary. This was a mistake. Rail
type designs now have keys which tend to lock them into the
epoxy grout.
Other problems also were encountered on these early rail
designs. Rails were of rectangular construction, with sharp
corners which tended to serve as stress risers and cause cracks
in the epoxy material. Further, there was considerable failure
at the bond line between the cement and the epoxy which, re-
sulted in the foundation becoming saturated with oil and water.
In addition, the epoxies were used in large quantities and not
properly contained. The extremely high coefficient of expansion
of the epoxy, dictates that pour depths be kept to a minimum
and long continuous pours be avoided.
Since there were many shortcomings with rail designs, the
tendency now is toward sole plates, and this method offers many
advantages. First, it is possible to set the sole plates in
155
GROUTING
FIGURE 72
EPOXY CHOCK
Whichever procedure is used, one thing must be kept in
mind; the foundation design must be strong enough to support
the skid and prevent movement. If the skid flexes, caused by
foundation deterioration, it will be impossible to control
alignment of the engine and driven members for any period of
time. Further, the skid itself must be strong and rigid and
must be gussetted. The skid must be also supported under the
cross members with the chosen grouting approach.
Thermal growth between the skid and foundation presents
far less of a problem than units which are block mounted, since
a great portion of the heat transferred from the engine is dis-
sipated by the skid.
COLD ALIGNMENT
Since skidded units out number block units 10 to 1, the
alignment discussion will be directed toward packaged units as
shown in Figure 71. For those customers which have block mount-
ed units, a very large portion of the following will also
apply.
Prior to the unit being received In the field, the engine
has normally been test run at the factory or at the re-condi-
tioning facility. In addition, the engine-compressor unit has
under normal circumstances been test run at the packager and/or
reconditioning facility. If these tests have not been per
formed, the customer should take that fact into consideration
in the alignment and start-up of the unit in the field. For
15!
COLD ALIGNMENT
the purposes of this discussion it is assumed these tests have
been made and that the compressor is permanently mounted by
grouting as reviewed above.
It
tested,
that it
cedure.
correct
is important to note that even though the unit has been
(it is mounted on a flexible skid) it does not mean
is not necessary to go through the full alignment pro-
The skid is very flexible and alignment will not be
in the "as received" condition.
The first objective is to rough align the unit in prepara-
tion for grouting the skid. Rough alignment includes leveling
the engine/compressor and taking a coupling alignment. By the
use of jack screws, raise the skid from I to 2 inches above the
foundation. Next, level the unit lengthwise and crosswise. By
using a combination machinist levels and the skid jack screws,
both engine and compressor can be leveled.
The next rough alignment check is made at the coupling.
With the use of a mounting bracket and a dial indicator, as
shown in Figure 73, the angular alignment of the coupling is
checked to determine the amount of twist and bending that has
been experienced during the transporting of the skid. The main
concern at this point is the angular reading only.
The bracket that is used to measure coupling alignment
must be of a design that has very little droop. The weight of
the dial indicator and the clamping device will cause droop
which will result in an erroneous alignment.
Bracket droop can be checked by the use of a 3-inch piece
of pipe with flanges and a handle, so the actual coupling can
be simulated. Next, mount the bracket and zero the gauges on
the top of the simulated stand. Then completely turn the stand
over so the gauges are hanging at the bottom and the dial indi-
cator reading will be the droop of the bracket. Experience
indicates that the bracket with the least amount of droop is a
flywheel flange bolt with a 3/4 to I-inch piece of thick walled
steel tubing welded to the head of the bolt.
By using the bracket as shown in Figure 73, the compressor
hub side of the coupling is dial indicated with the shim pack
in place. The objective is to obtain an angular alignment with-
in the specified coupling tolerances or as close to zero as
practical. The normal angular tolerance on a shim pack type
coupling is zero to .0003 per inch of indicator sweep diameter.
For example, if the dial indicator is rotating on a 20-inch
diameter circle, then the maximum angular mis-alignment is
.006. The angular reading can be corrected by using the jack
screws on the skid.
159
t
COLD ALIGNMENT
COMPRESSOR
FIGURE 73
COUPLING ALIGNMENT
- - ---- ENGINE
,
i
After completing the rough alignment, the next step wou)
be to grout the skid to the foundation as outlined above. Onl
the grouting has set up, the skid foundation bolts can be
torqued to secure the skid to the foundation.
FINAL
The next steps are required to complete the final cold
alignment prior to start up. Included will be coupling angular
and parallel alignment, engine pull down, setting the proper
tension on belts and chains, taking crankshaft deflections and
finally cylinder alignment/rod runout.
By using the bracket and two dial indicators as shown in
Figure 73, angular and parallel misalignment can be detected
and corrected. Begin with the indicators at the top center po-
sition, the first step is to thrust both the compressor crank-
shaft and the engine crankshaft toward the coupling. Then zero
both dial indicators, rotate the engine in a normal rotation to
a 90 position and record both the angular and parallel read-
ings. Repeat this procedure at 90 intervals, thrusting both
FINAL
crankshafts at this point. The crankshafts are thrusted because
failure to do so will result in erroneous angular readings.
For illustration purposes assume that the following angu-
lar and parallel readings were recorded on an 8G825/W64 while
facing the flywheel of the engine with an angular sweep dia-
meter of 20-inches.
-.002
.000
-.003
ANGULAR
-.002 -.010
.000
+.030
PARALLEL
+.040
The maximum allowable angular misalignment is 20 x .0003 =
.006; with the above readings we are only out by .003 in the
vertical plane so the angular readings are well within
tolerance.
The maximum allowable parallel misalignment is .004. As
the various parallel readings are evaluated, the first indica-
tion is that at the side to side position, the engine and com-
pressor are .025 off. Likewise the vertical reading is out of
alignment by .030.
The parallel readings indicate the need to rotate the
engine to the 9:00 o'clock position. Next loosen all the engine
hold down bolts and by using the jack screws move the engine to
the right (facing the flywheel) or toward the exhaust side
approximately .025 inches. Both the front and rear ends of the
engine must be slowly moved .025 inches because the angular
reading is within an acceptable range. Now after making the
side movement, retighten the engine hold down bolts.
Assume our next set of alignment readings were as follows:
161
FINAL
+.015
.000
+.030
+.015 -.003
-.003
-.002
ANGULAR PARALLEL
These readings indicate that the angular alignment is still
within tolerance, the parallel side to side is within toler-
ance, but on the vertical a reading of +.010 indicates the
engine is .015 inches too high. Therefore, the only additional
movement that is required is to lower the engine .015 inches by
removing shims equally from front to rear.
An additional consideration, however, is the amount of
upward growth that will be experienced between the engine and
the compressor, when the engine warms up to normal operating
temperature. On Superior units, the engine is normally set . O O ~
to .003 lower than the compressor to compensate for the rela-
tive growth of the two units. Therefore, instead of lowerir
the engine .015 as first thought, it now should be lowered J18
inches. Then an additional set of angular and parallel readings
are taken just to make sure everything is correct.
I
After completing the coupling alignment, the next check
that should be made is to verify the coupling bolts are torqued
properly. After verifying that the thrusts are OK the engine is
ready to be torqued down.
With the engine sitting on shim packs at each hold down
bolt, it must be made sure that each shim pack is tight and
that it is supporting the engine weight. As a final check dur-
ing the process of torquing, it is recommended that a dial
indicator on the bed be used at each foundation bolt. In
torquing the hold down bolts, if the dial indicator shows more
than .003 pull down, that particular hold down bolt must be
completely loosened and a .003 shim added. Be constantly aware
that the bedplate supports the crankshaft. Any distortion of
the bedplate could be passed into the crankshaft and cause d i s ~
tortion of the crankshaft. On Superior units it is recommended
that all of the hold down bolts on both sides of the bedplate
be used.
FINAL
The next alignment check would be to verify that there is
no excessive distortion in the engine crankshaft. First check
the radiator belts and water pump belts on the front of the
shaft to make sure they are properly adjusted and will not dis-
tort the shaft in any manner. In addition, the timing chain
tension should be checked as outlined under uCamshafts.
u
The water pump drive belts and the radiator fan belt ten-
sion is a function of the centerline distance between the two
sheaves and the sheave diameter. Figure 74 gives the recommend-
ed deflection force required to deflect a belt 1/64 of an inch
for each inch of span between the two sheaves. For example,
assume a span of 24 inches and a small sheave diameter of eight
inches. By applying a force of approximately nine pounds the
belt should deflect 24/64 or 3/8-inch. By applying from 8 to 11
pounds force, if the deflection was less than or greater than
3/8, the adjustable idler must be used to reset the belt ten-
sion. This is the same procedure that should be used on all
belt drives, in order to make sure that an excessive force is
not being applied to the crankshaft.
SITlall Sheave Speed Ratio ReCOITlITlended Deflection Force,lbs.
DiaITleter Range Range Min. Max.
7.0 7. 1 10
7. 5 -- 8.0 2.0 7.9 11
8.5 - 10.0 to 9.3 13
10. 5 - 16.0 4.0 11 16
Span
Deflection
1/6"''' per inch
span
FIGURE 74
BELT TENSION
163
,
,-
FINAL
When starting the distortion check, keep in mind that t
normal limitations are not to exceed a total of .003 disto vn
throughout the crankshaft. It is recommended that special
tortion gauge with graduations of 10 thousandths of an inch be
used in checking web deflections on Superior engines.
Start the deflection with the throw adjacent to the fly-
wheel. Install the distortion gauge in the center of the web
and approximately one-inch in from the outside, as shown in
Figure 75. After installing the gauge reverse the rotation of
the flywheel, in an opposite' direction to normal, until the
gauge is as close to the connecting rod as possible, but with-
out touching the rod. Adjust the gauge so it has the capability
of free rotation both in the plus and minus direction.
Normally, a 100-thousandth spring pressure on the gauge is
satisfactory.
Before the start of the deflection reading process, let
the of the distortion gauge and the crankshaft
equalize and then re-zero the gauge. As much as three to five
minutes is required normally, but the required time is depen-
dent upon the degree of temperature variance. Record the start-
ing reading, then rotate the engine in its normal rotation down
to the 90 position and record the third reading at top dead
center. Continue to rotate to the next 90 position and record
the fourth reading. Then rotate the engine until the dial inr'
cator again gets as close to the connecting rod as possible 1
record the fifth reading.
75
CRANKSHAFT DISTORTION
_.. -------------
FINAL
We would continue to take distortion readings on each pow-
er cylinder as described above. An example of the normal read-
ing at the throw adjacent to the flywheel would be as follows:
POSITION
I
2
3
4
5
DEFLECTION
.0000
-.0005
-.0017
-.0005
-.0000
The readings indicate the web is closed in the bottom
position, which is the normal reading because of the weight of
the flywheel on the end of the shaft is pulling down on the
crankshaft indicating a minus reading, or closing of the web.
It is not necessary to take the flywheel off the engine to take
distortion readings because experience indicates the normal
distortion in throw next to the flywheel on a Superior engine
will be between a -.0015 and a -.0018. When the engine is run-
ning the rotation of the flywheel will cause the flywheel to
rise and will bring the running reading close to zero.
As the readings are recorded toward the front of the
engine the external forces such as the radiator belts, the
water pump drive belts and the camshaft drive chain will have a
tendency to lift the front of the crankshaft and the readings
will be in the positive at all recording points. Normal reading
at the front of the engine would be a +.0005 to +.0008.
The concern when evaluating distortion readings would be a
high plus reading on number one in comparison to the normal
minimum reading on the throw adjacent to the flywheel. The max-
imum additive distortion cannot exceed .003. A +.002 on the
front throw and a -.0018 on the throw next to the flywheel, for
example, would be a total distortion of .0038 which exceeds the
maximum.
It is important to again point out the objective of align-
ment, and that is to have the crankshaft run in the "as
machined" condition. The objective requires that the operation
of the engine be taken into consideration when evaluating
crankshaft distortion readings. Three classic examples of
crankshaft distortion are as follows:
(A) (B) (C)
165
FINAL
Of the three examples MA
H
is the best crankshaft deflec
tion shape because when the engine is running the force appl
to the shaft from the firing of power pistons will reduce th
static distortion readings. HEH, in truth, is a hypothetical
example because of the flywheel affect, but in comparison is
not as acceptable as MA
H
, due to the fact that during operat
the static distortion readings will become worse. A deflecti
pattern similar to example He
H
is not acceptable. The contin
rotation of a crankshaft with distortion readings resulting
this static shape will result in a shaft excessively stresse
The next check that needs to be made is the alignment 0
the compressor cylinders. As shown in Figure 76, cold suppor
under the guides, and bottle supports under the compressor c
inders, help to decrease the amount of stress on the frame.
Prior to making the compressor rod run-out check, make
sure that the bottle support is loose and is not applying an
upward force on the cylinder. with the crosshead in its full
inward position, install a dial indicator in the vertical po
tion on the rod. Zero the indicator and rotate the unit unti
the crosshead is in the full outward position. The indicator
reading is the rod run-out. The rod run-out should be check
p
and recorded for each cylinder. The normal operating cha- -
would be for the piston rod to droop.
CROSS HEAD
GUIDE
COMPRESSOR
CYLINDER
HOT SUPPORT
FIGURE 76
COMPRESSOR CYLINDER ALIGNMENT
CLEARANCE
FINAL
.010
.009
.008
I-
:>
.007
0
z
:>
a:
.006
0
0
a:
Z
.005
0
l-
V>
;;:
.004
w
...J
"' ..
'"
.003
0
...J
...J
..
002
.001
.000
12.500
9.500
5.750
DIA.CLEAR.
.038/.043
.020/.024
.015/.019
,6
.015 .020 .025 .030 .035 .0'<0 .045 .050
FIGURE 77
ROD RUN OUT
The amount of rod run-out that is allowed is dependent on
the cylinder diameter and the running clearance, as shown in
Figure 77. An example would be a 12-1/2 inch cylinder with a
running clearance of .040. Allowable rod run-out for that
cylinder would be .008. If the run-out is found to be exces-
sive, corrections can be made by the addition or removal of
shims between the cold support and the guide.
HOT ALIGNMENT
The engine and compressor is ready for the start sequence
and running up to temperature for hot alignment, when the prop-
er alignment checks and corrections have been made. After
obtaining full operating temperatures with the unit not loaded,
the unit is shutdown and all the previous cold alignments are
repeated. Specifically the coupling, distortion and rod run-out
checks are each made and the readings recorded. After making
the required changes and corrections, and it lS assured that
the unit is aligned properly in the hot condition, the engine
.'
"
HOT ALIGNMENT
compressor package is ready for loading and the initial b ,K
in.
After the compressor discharge temperatures have reached
design levels, the discharge bottle supports, shown in Figure
76, can be tightened to be just snug against the bottles. Ex-
cessive tightening of the support can destroy rod run-out.
As far as the suggested sequence of re-checRing the align-
ment, it varies with each installation, foundation, etc. On new
installations it would be recommended that the alignment be
checked approximately 30 to 40 days after initial start-up. If
the alignment requires corrections, then the procedure should
be repeated within another 30 to 40 days. Once alignment is
stabilized, the time span can be increased to 6 months. The
experience at each interval will dictate if it's required to
decrease or increase time period between checks. At a minimum
it is recommended that a complete alignment check be made on ar
annual basis.
One thing that should be kept in mind, outside forces on
the piping of the compressor and/or engine can destroy align-
ment or create stress in cylinders, frames etc. These stresses
are normally caused by misalignment and poor fabricating of t h ~
inlet and discharge piping. It is recommended that prior to
start-up of a new unit, the contractor be required to dis
nect the inlet and outlet flanges to the skid, to verify at
there is not any outside pipe force being applied directly to
the compressor unit.
PREVENTATIVE MAINTENANCE
PHILOSOPHY
There have been books on top of books written on the sub-
ject of maintenance of engines and compressors, all of which
offer good suggestions, but none will solve maintenance prob-
lems without a continuous effort on the part of both the
Maintenance and Operations Departments. Of course, even with
conscientious people at the plant level, a good maintenance
program will die on the vine without proper company support
from the top.
All maintenance programs are influenced by company poli-
cies, which are many times outside the control of both the
mechanic and operator. Number one, if engineering does not
properly size or design the equipment to fit the application,
then it will be next to impossible to maintain the engine and
compressor. Number two, if purchasing buys the equipment with
only cost in mind and does not consider quality, then the unit
could be a maintenance problem from the beginning. Number three
involves field operations. If it is the policy to have no down
time, then the people performing maintenance are going to patch
and fix up items on a rush basis. In addition, if company poli-
cy does not properly define duties and classify jobs then
chances are good that the attitude of the people directly
involved in maintenance will be poor, resulting in a less than
satisfactory program.
The purpose of any maintenance program is to obtain maxi-
mum on line availability at a reasonable cost, on a dollar per
brake horsepower basis. The various types of programs are as
follows:
Catastrophic Type: Repair or overhaul after failure.
Progressive Type: Repair or overhaul one or two cylinders
at a time.
Periodic Inspection: Inspect and replace as required.
Planned Overhaul: Based on equipment experience, over
hauls are planned and scheduled well In
advance of a major failure.
Maybe the reader can identify which of the above programs
fits his company philosophies. Ideally the philosophy of good
preventative maintenance program should be to:
1 6 ~
PHILOSOPHY
PERFORM
Inspections,
Make Adjustments, TO
Service & Test
IDENTIFY
Minor Problems
& Make
Corrections
TO
MAINTAIN
Design
Equipment
Performance
The four keys to preventative maintenance are:
(1) Operation,
(2) Inspection,
(3) Troubleshooting, and
(4) Overhaul.
All of the functions must be planned and executed with the
one goal in mind, maximum availability at a reasonable cost.
OPERATION
As indicated above, close cooperation between the M a i n t p ~
ance and Operations Department is the first key to good rna)
tenance. Most problems can be detected by reviewing proper_
maintained operating logs and detecting trends in pressure,
temperature and speed parameters. The first item a mechanic
should ask for before inspecting or troubleshooting a unit for
a suspected problem is the operating log. Well designed logs
should indicate alarm conditions for all readings.
Some suggested pressure devices that are recommended on
the engine for monitoring, alarm and/or shutdown ar.e: lube oil,
jacket water, air manifold, and crankcase. Devices for monitor-
ing temperature alarm and/or shutdown are lube oil, jacket
water and bearing temperature. Some additional recommended mon-
itoring alarm and shutdown devices are overspeed vibration
(both on the engine and radiator) lube oil level and expansion
tank level.
Some recommended compressor pressure devices for monitor-
lng alarm and/or shutdown would be suction gas pressure, dis-
charge gas pressure, lube oil pressure and lubricator no-flow.
Compressor temperature monitoring alarm and/or shutdown devices
should be suction and discharge gas on each cylinder and vibra-
tion_
INSPECTION
A typical inspection program for an engine and compressor
is listed below. The customer is recommended to make up his own
detailed inspection program based on the particular operating
conditions of the installation. For those customers with limit-
ed personnel for a complete maintenance program, field service
is available with competent mechanics, knowledgeable on
Superior engines and compressors. A well planned inspection
schedule is the second step in preventative maintenance.
Some suggested inspection type programs are as follows:
On a DAILY basis it is recommended that all log
data is recorded, check the load on the engine/
compressor, check packing for leaks, check all the
liquid levels, listen for excessive noise, and
check lube oil consumption.
On a WEEKLY basis, the daily checks are made in
addition to making sure the linkage is free and
check the lubricator.
On a MONTHLY or 1000 hour inspection, it is recom-
mended that the valve clearances be adjusted, ser-
vice the air and oil filters, as required, change
sparkplugs, if required, and check the timing and
chain/belt tension.
On a SIX MONTH or 4000 hours, it is recommended the
air inlet side of the turbo be cleaned, run power
cylinder compression test, check power valve sink
and alignment.
ANNUALLY or 9000 hour inspection should include rod
and main bearing checks, inspection of bushings,
compressor piston rings and compressor valve
plates.
At TWO or THREE YEAR inspections or 18,000 to
27,000 hours it is recommended the cylinder head be
reconditioned. After three to four years of opera-
tion a complete overhaul is normally necessary.
Obviously the above recommendations or suggestions are
based on experience factors and are affected by many variables
and should be altered to meet the specific application. The
checks and inspections listed are an attempt to set-up a disci-
plined program, instead of listing each item that requires
inspection at a given point in time .
171
TROUBLESHOOTING
The three most common errors in troubleshooting are:
(1) Not studying the operating log,
(2) Failure to use available information as a mainte-
nance tool, and
(3) Making offsetting adjustments without fixing the
real problem.
It is amusing to see a troubleshooting operation start
without at least referring to the basic operating data. In some
cases, it may seem that this is an indication of lack of abili-
ty but the contrary is true. Troubleshooting operations often
begin with the arbitrary replacement of parts, or by adjusting
balance valves on all the power cylinders in order to improve
load carrying availability. In both of these cases, many times,
the real problem is not detected or fixed and, consequently,
other parts of the engine can easily be overloaded to make up
for the deficiency of a single item. If time is of the essence,
as ~ ~ always seems to be, the best way to maintain availability
is to find the problem and fix it rather than skirting the
issue.
OVERHAUL
In the same manner as described for inspection, overhauls
should be thoroughly planned and a specialty company which will
be doing the work, consulted on a plan of action. The most com-
mon mistake in overhaul is one that results from an inspection
or troubleshooting excursion without pre-planning. Under these
conditions, the unit is torn down, parts inspected, and then an
urgent call goes out for the required replacement parts. If
scheduled properly by listing out carefully the items to be
disassembled, projecting the parts required and overhaul data
sheets prepared in advance, costs can easily be cut by 25-30%.
This cost savings will primarily result from proper utilization
of manpower and not having to push the panic button for the
required parts (air freight, etc.) A well planned overhaul
will consequently result in decreased down time.
A typical overhaul or inspection data sheet for main bear-
ings is shown in Figure 78. Similar type recommended data
sheets are available for rod bearings, pistons, connecting
rods, heads, turbochargers, auxiliary equipment, setting alarms
and shutdowns, compressor valves, piston and rods etc. The
first step in setting up such data sheets is determining the
correct procedure and then listing the data required to disci-
pline the mechanics work.
OVERHAUL
CUSTOHER _
DATE, _
LCCATIOII _
MODEL'-- _ SERIAL NO. _
l\A.Ilf BLARI1lCS
f i ~ F
CAP BASE
NO CAP BRG. ORIG. BASE BRG. ORIG. BRG. CAP cu:AIW'lCE
A D B E C F TKICK AID BfE CfF THICK TORQUE BEFORE AFTER REIWlKS
1
2
)
4
5
6
FIGURE 78
MAIN BEARING DATA SHEET
MAINTENANCE COSTS
Figure 79 indicates the variable costs associated with
preventative maintenance programs. With no preventative mainte-
nance the cost of repairs and lost production are prohibitive.
With an excessive level of maintenance, the cost of repairs and
lost production are minimum but the direct PM costs are prohib-
itive. Since product margins are dependent on the market level,
the controllable factors are the cost of the PM program plus
the cost of repairs, Ideally, a preventative maintenance pro-
gram should strike a medium between the two extremes, resulting
in operating the engine and compressor at a competitive dollars
per brake horsepower which will allow a reasonable return on
the investment.
173
MAINTENANCE COSTS
x
HIGH
MAINTENANCE
COST
L O W ~ ~ Y
LOW , LEVEL OF MAU1TENANCE --------+-. HIGH
NO PM EXCESSIVE PM
EXCESSIVE REPAIRS NO FAILURES
AND FAILURES AND NO REPAIRS
CONTROLLABLE MAINTENANCE COST = COST OF PM
+
COST OF REPAIRS
FIGURE 79
MAINTENANCE COST
In summary, everyone involved has specific obligations
toward making sure the equipment performs at a reasonable cost.
VENDORS: Must furnish equipment and parts capable
of specified service
OWNERS: Must maintain and operate the equipment
within designed specifications
MECHANICS & OPERATORS: Must be knowledgeable of all
systems, components and perform their duties
in a conscientious manner
174
EnergyDynamics
PowerParts
SUBJECT
PRODUCT BULLETIN
PB NO.lOl
To keep our Distributors and Customers informed of any changes
or problems that may existing Superior Equipment, Product
Bulletins and Technical Bulletins are pUblished and mailed on a
periodic basis. If a new part is being introduced or if a
design change has been made on a certain part, Product Bulletins
are printed to inform the end user. If a chronic problem exists
in a Superior Engine or Compressor that has been resolved by or
improved upon by EnergyDynamics you are notified through printed
Technical Bulletins. Recommended repair and critical
installation procedures of certain parts are also defined in the
Technical Bulletins.
6-9-88
MARKETING DEPARTMENT
ENERGyDYNAMICS
300 W. First, Alice, Texas 78332
512/668-8311
EnergyDynamics
TECHNICAL BULLETIN
TB NO. 1018
PowerParts@
Proper Assembly procedures
SUBJECT
REF: 4Y-1699 Governor Adapter & Drive Assembly For
In-Line 825 Series Engines.
Whenever assembling new or rebuilding the referenced assembly one
(1) of a P-020-358 shim must be included in the parts list. This
shim pack is required to properly set the end-play of the shaft
and bearing assembly in the housing. The shim must be placed
between the bearing spacer and the lower bearing. The correct
assembly procedure is as follows:
1. Install the upper bearing onto the shaft (insure that
the bearing is flush against the flange of the shaft).
2. Install the shaft & bearing into the housing.
3. Slide the bearing spacer and the shim onto the shaft.
4. Slide the lower bearing onto the shaft.
5. Place the pinion gear onto the shaft and snug it up to
the shaft shoulder with the nut.
6. Check the shaft and bearing assembly end-play (dial
indicator or other acceptable means). Record the amount
of movement.
7. Remove the nut, gear, lower bearing & shim pack. Peal
shims from the pack, equal to the amount of end-play
that was measured.
8. Re-install the shim pack, lower bearing, Woodruff key,
gear, washer and nut. Torque the nut (per a standard
torque chart) .
This 'should result in the inner and outer races of the ball
bearings being properly centered over the balls of the bearings.
The remaining end-play will be limited to the clearance between
the balls and the races of the bearings themselves.
Failure to properly set the end-play of the assembly will result
in premature failure of the bearings and drive.
3-21-94
TECHNICAL SERVICE DEPT.
ENERGyDYNAMICS
300 W First, Alice, Texas 78332
512/668-8311
EnergyOynamics
PowerParts
SUBJECT
PRODUCT BULLETIN
PB NO.106
EnergyDynamics PowerParts and Services
When the time comes to purchase replacement parts for your
Superior and Ajax gas compression units, considerations
including the vendors quality, availability and price are
investigated before making a final decision.
We totally support our customers research policies because we
feel that we should earn your respect and your business. The
following points may be helpful in assisting you in making a
decision when considering EnergyDynamics as your supplier.
A. PowerParts Quality - Quality is the number one priority at
EnergyDynamics. Comprehensive engineering studies are
conducted in determining material selection and design. The
latest technology utilized in the manufacturing process.
Quality control and quality assurance programs are strictly
enforced to insure that all parts are dimensionally correct
and meet manufacturing standards and specifications. If a
change in design of a part is required extensive testing is
conducted in-house and in the field, under actual field
conditions, before it is made available to the market. We
control the quality from initial manufacturing to the
finished product.
B. PowerParts Availability - To support our customers
operation and our domestic and international stocking
distributor network, a multi-million dollar inventory level
is maintained by EnergyDynamics. Ninety-five percent of the
normal overhaul and repair items are shipped the same day
the order is received. Our computer-based system monitors
parts availability and production scheduling providing
assurance that parts can be shipped world wide on a moments
notice. You will seldom experience long lead times from
EnergyDynamics.
ENERGyDYNAMICS
512/668-8311
PB NO.106
PAGE 2
C. PowerParts Pricing - EnergyDynamics pricing is based solely
on the actual cost of manufacturing. You will never
experience an across the board price increase that other
companies use simply to cover overhead. Our pricing is the
most competitive in our industry and is designed to offer
you a quality part at the best available price. Any price
increase is announced well in advance and quotations are
held firm for a specified period of time.
D. PowerParts Warranty - EnergyDynamics stands behind the
quality of all PowerParts as indicated in our clearly
stated warranty policy, printed on all shipping documents
and invoices. Should a part become defective during the
warranty period and the problem is determined to be with the
part, our policy is to immediately repair or replace the
part to reduced any additional unscheduled downtime. We
totally support everything we sell.
E. EnergyDynamics Technical Support - In addition to quality
PowerParts the other thing that has set us apart from our
competitors is our reputation for technical service. When
you buy a PowerPart you can count on the most knowledgeable
technical support available anywhere today. To remain a
leader in this area, we are constantly working to improve
our technical service. As good as we are, we realize we can
become even better.
F. EnergyDynamics Customer Training - EnergyDynamics provides
professional training for customer personnel in the
maintenance and operation of Superior and Ajax equipment.
The training programs are conducted by experienced hands-on
instructors and can be held in our facilities or yours. A
complete color slide presentation is utilized reflecting
cross-sections of engines, compressors, sub-components and
accessories. Maintenance and operation manuals are provided
for all personnel.
QUALITY AND TECHNICAL SUPPORT
A WINNING COMBINATION
6-12-90
EnergyDynamics
PowerParts
SUBJECT
PRODUCT BULLETIN
PB NO.107
Clean Burn Conversion Kits
For Superior Turbocharged Engines
Revision 1
EnergyDynamics continues to be the leading developer
of updating kits for your Superior Engines.
The latest development is a Clean Burn Conversion
Kit which surpasses EPA requirements through out
the rated speed and BHP range of your turbocharged
engines.
Contact EnergyDynamics or their closest distributor
for details and quotations prior to your next
overhaul.
ENERGyDYNAMICS
512/668-8311
PB NO.I07
PAGE 2
8GTLX CONVERSION KIT
SALES DATA SHEET
Company Name: __
Mailing Address: __
Engine Model: __
Operating Speed Range: _
Plant Location: _
Mailing Address: __
Serial Number: __
RPM To RPM
Engine Rating: __ BHP@ RPM Plant Elevation: __
Heating Value
Ambient Temperature Extremes: of to
-----------------
Fuel Gas Temperature: oF
OF
-----------------
BTU/SCF
Governor Manufacturer:
--------------------------
Serial Number:
------------
Mode1 : _
Designation: _
Turbo Manufacturer:
----------------------
Part Number: _
Starting System (I): Internal
Mode 1 : __
Designation: _
External
Type and Model of Starter: __
Control System (I): Pnuematic
Manual Start
Air/Fuel Control Preference (I) Pnuematic
Electric
Auto Start
Electric
Ignition System Manufacturer: _
Type (I): Shielded
Model
Non-Shielded
Timing Control Preference (I) Manual Auto
Cylinder Head PIN: Camshaft PIN:
-------------------
Intercooler PIN: Jacket Water Pump PIN:
---------------
Oil Cooler Included with (I): Intercooler Water System
Jacket Water System
Air Manifold Temperature Controller Yes
Type & Model
No
Additional Information:
--------------------
7-25-90
EnergyDynamics
PowerParts
SUBJECT
TECHNICAL BULLETIN
TB NO.l009
Development of Superior GT825
Clean Burn Conversion Kits
GENERAL - In response to continued customer
request EnergyDynamics made the commitment to be
the first to develop Clean Burn Conversion Kits
for existing Superior turbocharged engines. The
initial development incorporated a fully instru-
mented 8GTL engine with a H35 Elliott
turbocharger, standard Altronic ignition, pneu-
matic air/fuel controls and loaded on a water brake
dynamometer at varying BHP and RPM.
OBJECTIVE - Develop simplified best available
technology emission control conversion kits with
minimum changes to Superior turbocharged engines
for GTLA/B reduced maintenance, increased avail-
ability and comparable certified emissions.
RESULTS - As indicated by the attached, the
development objective was exceeded.
ENERGvDVNAMICS
512/668-8311
TB.NO. 1009
PAGE 2
8GTLX EXHAUST EMISSIONS
PERCENT IGNITION EMISSIONS
RPM BHP RATED TIMING (GRAMS/BHP-HR)
LOAD ( 'BTDC)
NOx CO
900 1100 100 20 2.0 3.0
900 825 75 20 1.5 3.5
900 550 50 20 1.5 4.0
750 917 100 12 2.0 3.0
750 688 75 12 2.0 3.5
750 459 50 12 1.0 3.0
600 733 100 6 3.0 3.5
600 550 75 6 2.0 3.5
600 367 50 6 1.0 3.0
NOTES:
1. FUEL GAS - 90% Methane and low heating value of 900 BTU/SCF with a
consumption of 7,100 BTU/BHP-HR at 900 RPM and 1,100 BHP.
2. TEMPERATURE - 100'F ambient, 130'F air manifold and 120'F
intercooler water.
3. HEAT REJECTION - at 900 RPM and 1,100 BHP: 7,500 BTU/MIN
intercooler, 37,000 BTU/MIN* jacket water and 4,500 BTU/MIN lube
oil.
* Engine equipped with standard water cooled exhaust manifold.
8-1-90
TB NO. 1009
PAGE- 3
6GTLX EXHAUST EMISSIONS
PERCENT IGNITION EMISSIONS
RPM BHP RATED TIMING (GRAMS/BHP-HR)
LOAD ( . BTDC)
NOx CO
900 825 100 20 2.0 3.5
900 619 75 20 1.8 3.9
900 413 50 20 1.7 4.0
750 688 100 12 2.0 3.0
750 516 75 12 1.8 3.3
750 344 50 12 1.0 3.5
600 550 100 6 4.0 3.4
600 413 75 6 2.0 3.6
600 275 50 6 1.0 4.0
NOTES:
1. FUEL GAS - 90% Methane and low heating value of 900 BTU/SCF with a
consumption of 7,150 BTU/BHP-HR at 900 RPM and 825 BHP.
2. TEMPERATURE - 100'F ambient, 130'F air manifold and 120'F
intercooler water.
3. HEAT REJECTION - at 900 RPM and 825 BHP: 4350 BTU/MIN intercooler,
26,000 BTU/MIN* jacket water and 4,000 BTU/MIN lube oil.
* Engine equipped with standard water cooled exhaust manifold.
9-9-94
EnergyOynamics
PowerParts
SUBJECT
PROBLEM
PRODUCT BULLETIN
PB NO.I02
Camshaft Lobe Wear
Superior 510 & 825 (Inline-Vee) Series Engines
Premature Camshaft Lobe Wear Caused by
Inadequate Pin to Roller Lubrication
I. Backqround: For years now the OEM, specialty repair companies,
and users have been fighting camshaft lobe wear problems on both
Superior Inline and Vee engines. In the past five years this
problem has become so prevalent that, with no solution, several
companies have developed split lobes for the convenience of
quick lobe replacement. Most OEM user supported repair
companies are now refusing to recondition Superior camshafts.
EnergyDynamics has been working on the solution to the problem
for over three years and our 1987 extensive 825 engine
lobe/roller assembly test uncovered the cause of lobe wear (see
attached Product Bulletin No.102) - inadequate lubrication
between the roller and pin resulting in galling, causing the
roller to hang-up and skid across the lobe.
II . Tests: Laboratory test of an Inline 825 consisted of

installation of eight (8) design and material variations with
the objective to: (A) find out why we had premature camshaft
lobe wear, (B) find out if we had adequate lubrication between
the roller and lobe and between the roller and pin and, (C)
which design/material combination solves the problem. The
procedure included prelube with standard engine hand priming
pump, maximum initial run time of six (6) hours, disassembly
inspection replacement of scuffed parts and reassembly. After
. promising design variations proved satisfactory in standard
splash lube environment each improved design was tested with
extended one (1) week continuous runs with a guard to reduce
splash lubrication to zero (lobe, roller and pin were lubricated
with only oil running down push rods from head) and repeating
the above disassembly, inspection, replacement and assembly
procedure. Clear plastic side cover doors were used to visually
observe time required for adequate prelube as well as running
splash lubrication.
ENERGyDYNAMICS
512/668-8311
PB NO.102
II. Tests: Cont'd .
Laboratory test results were as follows:
1. The required pressure for adequate prelube, using 40
weight oil @ 85F, and the standard hand priming point is 5
to 7 PSIG and a minimum of 1-1/2 to 2 minutes of pumping is
required to reach this pressure plus 3 minutes continuous
pumping is required to adequately prelube of the lobe and
guide assembly.
2. Lubrited guides, rollers and lobes reduce start-up
galling and scuffing.
3. Splash lubrication adequately lubricats the roller to
lobe contact surface. No m a t ~ r i a l or design problems were
noted with the standard PowerParts lobe.
4. The new PowerPart design prelubes the roller-pin area
by filling the pin top groove and through hole to the load
side of the pin.
5. All standard available designs showed roller to pin
galling after as low as 1-1/2 hours of operation in splash
environment. No roller to pin galling was present in the
new PowerParts design in one (1) week continuous run with
zero splash lubrication.
Field Test Results Were As Follows:
The new PowerParts design was next field tested on an Inline
825 engine. Procedure included hand pump prelube, maximum
continuous initial run time of 70 days and repeating the above
disassembly, inspection and reassembly procedure. We are
pleased to report that field tests indicated no pin galling and
no roller/lobe galling or wear.
III. Solution: The solution to the above problems a new
'PowerPart cam follower assembly with the state of the art
materials and a design which increases the roller to pin
lubrication over 10 times. The attached cross sections,
compares the OEM and PowerPart assemblies and indicates the
design changes which result in proper pin to roller lubrication.
7-6-88
PB NO.I02
PAGE 3
C/-I/\/ FOLLOWER ASSEMBLY
-FOP. ,\!C'CEL SID ENGINES-
F-YG-6fB-O-X
.FCVvERPflRTS@
ITEM
NO
1
2
.3
4
5
ENOYN
PART NO.

P-c-20-<4';:'-1
-x-2O.2cc- E-X
F-C2342
F-':-23E5-/
YG-0fiB-O
OE/VI.
OEM.
FrJAT fIK).
C-L{]'x-B
C-20J4-A-l
CC-20':G-B
C-2342
C-2:3E5
YD . : : ~ V . iV""
PAGE 4
CAM FOLLOWER ASSEfVIELY
- FOR MODEL 825 SUPERIOR ENGINES -
P-02G-B89-X
POWERPlJRTS@
',1-\-026-859
OEM.
ITEM ENOYN OEM
NO. PART NJ.
PART tKl.
t
P-C2G-Eff-X P-COI-O?I
2 P-G/9-528-X-/ A-O/9-528
J P-OI4-842-x -014-E42
4 P1I5-2C5 A-1J5-:305
EnergyDynamics
PowerParts
SUBJECT
PROBLEM:
TECHNICAL BULLETIN
TB NO.1002
Camshaft Lobe Wear
Superior 510 & 825 (Inline-Vee) Series Engines
Premature Camshaft Lobe Wear Caused by
Inadequate Pin to Roller Lubrication
Camshaft lobe wear problems have existed for several years with
almost everyone pointing the guilty finger toward lobe hardness,
depth of lobe hardening or lobe-shaft assembly procedures. As a
result of extensive testing (see attached Technical Bulletin
No.I002) we are pleased to introduce two new PowerParts
Assemblies which are designed to properly lubricate the roller to
pin area plus incorporating state to the art materials.
I. SOLUTION:
The attached drawing sections with the following outlines
the solution to the above problem and the advantages of the
new PowerParts cam follower assemblies over other available
standard designs.
ITEM DESCRIPTION
1 Roller
2 Pin
3 Guide
ADVANTAGE
New material through hardened, widest
possible roller contact surface and
lubrited.
New material through hardened, grooved
and drilled for proper lubrication to
roller contact surface.
Three holes for pin to roller
lubrication, knife top edge for
increased side lubrication and no
special requirements on installation
orientation.
ENERGyDYNAMICS
300 W First, Alice, Texas 78332
512/668-8311
TB NO.l002
PAGE 2
II. INTERCHANGEABILITY:
Dimensionally all the components of the new PowerParts
assemblies are interchangeable with the OEM assemblies.
Based on the fact that EnergyDynamics has an improved
design, we, however, do not recommend using any of the
components of the PowerParts assemblies in the OEM
assemblies, nor using any OEM parts in our assemblies. For
desired results worn guides, rollers and/or pins should be
replaced with the new PowerParts complete assembly.
7-6-88
TB NO.l002
PAGE 3
CAM FOLLOWER ASSEMBLY
-FOR IY"CCEL 510 SUr:ERIOR ENGINES-
F- YG-6E8-0-X
F('(/l/ERPfJRTS@
I7[M
NO
1
2
3
4
5
ENOV,N
PART',C.
F-O"e:Cl'J' :
P-o-20:L;-j..-l

F-O- 2:5.:";2
F-D-23E5-x
YG-fJDS-O
OEM.
OENI.
FiJRT I\Q.
C-2033-8
C- L:034-A-1
CC-203G-P
C-e:342
C-2385
CAM FOLLOWER ASSEMBLY
- FOR MODEL 825 SUPEP,IOR ENGINES -
PAGE 4
P-02G-889-X
POWERFfJRTS@
)1-\-026-859
OEM.
ITEM ENDm OEM
NO. PART tV.
PART W,
i
P-02G-Ett-X B-aJI-071
2 P-oJ9-528-kl A-O/9-52B
.3 P-OI4-E"'2-X -014-642
4 P-IIS-XJ':: A-IIS-205
EnergyOynamcs
PRODUCT BULLETIN
PowerParts@
PB NO.109
SUBJECT
Pilot Fuel Check Valve
Superior Clean Burn Engine
Part Number P-031-665-Y-1
P-031-665-V
In1ine Engine
Vee Engine
PURPOSE: To advise our customers of our NEW IMPROVED DESIGN pilot
fuel check valve for Superior Clean Burn Engines.
The attached drawing reflects another improved design
PowerPart. EnergyDynamics new pilot fuel double check valve
has been installed in Superior Clean Burn Engines in excess
of (12) months resulting in no downtime for removal and
cleaning.
The male thread size is 7/8" X 14 and is interchangeable
with your existing 7/8" check valve. The only required
change is a slightly longer piece of tubing to the inlet
connection.
In older engines utilizing the smaller 3/4" X 16 check
valve, it will be necessary to rework your existing cylinder
heads to accept the larger 7/8" check valve.
Since the 1/4" tubing lines from the gas header to the check
valve are custom made for each individual engine we recommend
that new tubing lines be installed due to a possible
variation in the length of the line.
We also suggest that the combustion chambers be blown out
after removal of the old check valve and prior to the
installation of the new valve. This will remove any excess
carbon stuck in the check valve passage way.
Our check valve is a stock item and can be shipped upon
receipt of order. To place your order or if you have any
questions contact EnergyDynamics or your EnergyDynamics
distributor.
7-19-93
ENERGyDYNAMICS
512/668-8311
e
e
e
OATtl:ISYM RECORD AUTH.IOR.I CK.
/
II'
(?'

-"-':

FOR "VEE" ENGINES lISE CJmCK VAJ,Vl\
A::;::;lIMl3LY ttl'-O::ll-ooS- V
FOR "VEE" ENGINE APPLICATIONS, THE
P-031-RR5-S-5 FITTING IS NOT
BILL OF MATERIAL
ITEM QTY PIN
TOLERANCES
(Il)l(CIl,.T AS NOTIrOI
DESCRIP
ENERGYOYNAMICS j INC.
SCAL..
C/-IECK VALVE ASSY: - PILOT FUEL
OEtlMAL
DRAWN BY 1j I
J. Terrell :p I
NONE APPROVEO BY J..5 g; ,
+ I I tv
i:RACT,ONAL.. ITITLE
CHECK VALVE I
CHECK VALVE
BALL
FITTING
1'-0:31-665-S
P- 031-665-S-1
P-031-665-S-5
P-031-665-3-4
1
1
1
1
1
2
3
4
ANGULAR
+
DATE IDRAWING NUMBER
8-27-93 I -665-1"-J
EnergyDynamics
PowerParts
SUBJECT
PRODUCT BULLETIN
PB NO.103
8GTL Conversion Kits for
White Superior 8GT-825 Engines
Are you exeriencing problems with your older 8GT-825 engines such
as detonation, piston and liner scuffing, premature wear, and
unbalanced due to the control system? If so, we suggest you join
our list of satisfied customers by installing an 8GTL Conversion
Kit during your next scheduled overhaul to reduce fuel
consumption, maintenance costs and downtime.
Major improvements include:
1. Lower Compression Six Ring Pistons
The new 8 3/4:1 compression ratio reduces peak firing
pressures by 20%. This reduces dynamic stresses on the
cylinder block, crankshaft, bearings and other internal
components.
In additional, the kit provides more stable operation and
enhances engine tolerance for variations in fuel composition.
2. Fuel Supply System
The new larger diameter fuel header reduces pulsations and
precision orifice plates at each cylinder head improves
combustion stability and maintains balance of loading between
cylinders.
The fuel metering valve is controlled by the governor to
maintain speed regardless of load.
ENERGyDYNAMICS
512/668-8311
PB NO.103
PAGE 2
3. Camshaft
The cam profile has been revised and material specifications
improved to reduce wear. The timing has been changed to
maximize time for fuel mixing to reduce fuel consumption by 6%.
Air flows are greater and the lower average peak firing
compression pressure results in lower sensitivity to
detonation.
4. Air/Fuel Control System
The new simplified system improves control of the air/fuel
ratio throughout various speed and load ranges. Pneumatic or
electrical controller positions a single air butterfly valve to
maintain air manifold pressure in relationship to gas header
pressure at all times.
Items included in the conversion kit are:
1. Pistons
2. Piston Rings
3. Piston Pin Snap Rings
4. Cylinder Head Gasket Kits
5. Camshaft Assembly or Re10be
Existing Camshaft
6. Gas manifold Assembly
& mounting Elbows
7. Gas Orifice Plates
8. Gas Metering Valve & Control
Shaft Gas Inlet Piping
9. Air Butterfly Housing
with Fixed Deflectors
10. Single Air Butterfly and
Air Actuating Cylinder
Installed by EnergyDynamics
11. Turbocharger Nozzle Ring
12. Air/Fuel Control Pane1-
Pneumatic or Electronic
13. Starting System with Start
and Run Regulators
(If Required)
14. All Necessary Fittings,
Hardware & Gaskets for
Mounting
15. Assembly Drawing, Initial-
Start-up Adjustments and
Instructions and Operating
Data
Prior to your next overhaul, contact EnergyDynamics or your local

EnergyDynamics distributor for a quotation on the complete kit and
assistance in calculating your return on investment.
8-9-88
Energy[)ynamiCS
PowerParts
SUBJECT
PROBLEM:
PRODUCT BULLETIN
PB NO.l04
Intake Jet Ram Manifold and
Impco Carburetor Conversion
Superior 6GB25-BGB25 Engine
1. Inability to locate replacement parts for the
old style Ensign carburetors and regulators
2. Engine hard to start
3. Engine backfire at start-up and under loaded
conditions
4. Need additional engine horsepower
If you have experienced any of the above listed problems you may
want to consider updating your old style GB2S Superior engine with
the installation of an Intake Jet Ram Manifold and Impco
Carburetor Conversion kit. The new style one piece intake
manifold and single Impco 600 D carburetor provides more reliable
starting capabilities and eliminate engine backfiring which could
cause internal damage to your engine. If your engine is equipped
with (10:1) compression ratio pistons you could also realize a 20%
increase in engine horsepower depending on the BTU of your fuel
gas.
The kit includes an intake manifold air induction manifold, air
butterflies, Impco 600 D carburetor, linkage control shaft with
mounting brackets and all of the required hardware and gaskets.
An illustration of the major components is attached. The governor
is not included in the kit but can be furnished as an additional
item.
The kit part numbers are listed below.
a quotation on the complete kit contact
local EnergyDynamics Distributor.
For additional details and
EnergyDynamics or your
Kit Part Number
P-027-l9l
P-027-l92
P-027-l93
P-027-l94
Description
Kit for 6GB25 engine with mechanical governor
Kit for 6GB25 with Woodward governor
Kit for 8G825 with mechanical governor
Kit for 8G825 with Woodward governor
ENERGyDYNAMICS
512/668-8311
PB NO.I04
PAGE 2
With the installation of the new Ram Manifold Kit you will also
need either the engine mounted air cleaner kit or the remote
mounted air cleaner. The following is a list of the dry type or
oil bath air cleaner kits.
Kit Part Number Description
P-027-l95 Engine mounted oil bath air cleaners for the
6G825 engine.
P-027-196 Engine mounted dry type air cleaners for the
6G825 engine.
P-027-197 Engine mounted oil bath air cleaners for the
8G825 engine.
P-027-198 Engine mounted dry type air cleaners for the
8G825 engine.
P-006-029 Remote mounted oil bath air cleaner for the
6G825 and 8G825 engine.
9-20-88
T
TO GOVERNOR
AIR
AIR INDUCTION
MAN I FOLD __--'\)
INTAKE MANIFOLD
l'
CONTRDL SHAFT
IMPCO 600
CARBURETOR
PB NO.l04
PAGE :J
AIR INLET ADAPTER
FOR ENGINE MOUNTED
OR REMOTE AI R CLEAI
EnergyOynamcs
PowerParts
SUBJECT
PROBLEM:
TECHNICAL BULLETIN
TB NO.1003
Cylinder Liner Installation Procedures
Superior Engines
Inadequate Liner to Block Seal
825 Series Engines - 10" Bore, 10-1/2" Stroke
If you are a Superior engine user you most probably have experienced
jacket water leakage past the liner either in the top or bottom bore
in the cylinder block or have had a piston seize in a new liner at
start-up. The following are procedures and recommendations to follow
when installing cylinder liners:
A. After removal of the liners it is imperative that the top and
bottom bores in the cylinder block be clean and smooth to obtain a
good seal in both areas. Additionally, any pitting will prohibit
the gasket on the top of the liner and the o'ring on the bottom of
the liner from sealing properly. If severe pitting due to
cavitation-corrosion is present consideration should be given to
sleeving the bores. (See attached for correct dimensions.) The
complete lock does not have to be replaced in most cases.
1. The top counter-bore of the cylinder block should be
thoroughly cleaned and the liner flange seating area lapped to
obtain a flat sealing surface. A lapping tool can be made by
cutting off the top of an old cylinder liner and turning it
over where the liner flange will fit in the top bore of the
block. A fine grit lapping compound can be used. Be sure to
clean this area after lapping and remove all grit and metal.
2. The bottom bore should also be thoroughly cleaned and all rust
and residue removed. The o'ring seating area an be smoothed
over by using emery cloth or a fine grade sand paper.
B. Thoroughly clean the new liners and measure the I.D. before
installation to ensure that the liner is round and has not been
damaged or distorted in shipment or storage. Special attention
should be given to the under side of the liner flange and o'ring
grooves to make sure that they are clean of all debris. The
o'ring grooves should also be checked for excessive buildup of any
special coating the has been applied, such as lubrite.
ENERGyDYNAMICS
512/668-8311
TB NO.I003
PAGE 2
C. Install the top gasket and o'rings. Lubricate the o'rings
after they are installed on the liner. Never lubricate both side
of the o'rings as they will tend to roll during installation. Tt
bottom bore in the cylinder block can also be lightly lubricated.
Do not use a heavy grease for lubrication.
D. With the use of the liner insertion tools slowly lower the
liner through the top bore and press into position. Make sure
that the liner to block gasket is not cocked and is seated in the
block counter bore before pressing the liner all the way in. Thi
will eliminate the possibility of the gasket catching the top edc
of the block and rolling.
E. After the liner is installed it is recommended that the I.D.
be checked and honed to ensure that an o'ring did not roll d u r i n ~
installation possibly distorting the lower liner inside diameter.
You can measure the liner with inside micrometers, set your hone
at engine bore and pass the hone through the liner in the piston
travel area. If the liner is out of round it will be immediateI)
detected. This type of check will eliminate any possibility of
the piston seizing in the liner after start-up or when the load j
applied to the engine.
F. Remember that cylinder head torque is the only thing that
holds the liner in the cylinder block and prevents excessive line
movement. If the head is loose the liner movement will be
excessive. The cylinder head should be torque in an alternating
sequence and be brought down as evenly as possible. It is
imperative to keep the cylinder heads torqued to the proper valuE
at all times.
G. To reduce liner movement and reduce the amount of water pressure
on the head to liner gasket, some users have elected to go with
oversize liners. The oversize portion of the liner is the
shoulder just below the gasket or liner seating area. The liner
is either built up or a .020" oversize new liner can be furnishe(
by EnergyDynamics and machined to fit in the block bore.
Clearance between the liner and block at this point is recommend!
to be .001" to .002".
TB NO.1003
PAGE 3
CYLINDER BLOCK - 825 SERIES ENGINE
STANDARD DIMENSIONAL DATA
TOP OF BLOCK
{
c
o
OLD STYLE BLOCK
A. Counter Bore Depth -.388"-.390"
B. Counter Bore Diameter-11.625"
C. Lower Top Bore Diameter-11.250"
D. Bottom Bore Diameter-11.125"
NEW STYLE BLOCK
A. Counter Bore Depth-.432"-.434"
B. Counter Bore Diameter-11.625"
C. Lower Top Bore Diameter-11.250"
D. Bottom Bore Diameter-11.125"
NOTE:
3-13-89
1. The top bore seating surface is to be perpendicular with the
bottom bore diameter within .001" T.I.R.
2. The flatness of the liner seating area in the block should
not exceed a variation of more than .002" T.I.R. around the
full circumference of the seat. The finish on the seat area
should be a minimum of 63 RMS.
EnergyOynamics
TECHNICAL BULLETIN
PowerParts
TB NO.lOO?
SUBJECT
Gentlemen,
Maintenance Programs
for Superior Engines
The basic intent of any maintenance program is for unit
protection to prevent major failures, insure on-line
availability and to maintain cost of operating at a reasonable
level per brake horsepower per year.
Each application must be reviewed and considerations would
include: (1) annual operating hours, (2) load and general
operating conditions, (3) importance of on-line availability,
(4) manpower and (5) budgets.
The attached programs are typical for Superior gas engines
operating under normal conditions. Please refer to each program
as a reminder of important items which should be included in
your existing programs. The actual intervals of service may
vary dependent on your application.
If you need additional copies, have any questions or desire
additional information, please contact EnergyDynamics or their
local distributor.
5-10-90
ENERGyDYNAMICS
512/668-8311
MAINTENANCE PROGRAM - 51090-1
(TYPICAL FOR SUPERIOR NATURALLY ASPIRATED GAS ENGINES)
f NTRODUCTION
This maintenance schedule is for Superior G-825 Series Engines operating under normal
conditions. It may be necessary to change some of the intervals of service due to
abnormal conditions associated with load, fuel gas analysis, ambient temperatures, etc.
MAINTENANCE CHART
p
~
p::
H
::>
0-
~
p::
(J)
(J) (J) (J) (J) (J) p::
<:
p:: p:: p:: p::
::>
::> ::> ::> ::> 0
--
0 0 0 0 ::r:
::r: ::r: ::r: ::r:
I T E M S E R V I C E
><
0
..:l 0 0 0 0 0
H 0 0 0 0 0
i
<: 0 0 0 0 ~
p ...... N ~ co N
!
Operating Log Data X
I
Temperatures I
,
i
Operating Pressures
Log Data X
Load & RPM
Log Data X
Air Cleaner Elements
Check Differential X
..'ater Level Check X
Lube Oil Level
Check X
I
Lube Oil Consumption
Check X
I
~
i
Crankcase Vacuum
Check X
I
I
Governor Oil Level
Check X
I Starter Lubricator
Fill X
I
Check X
I
Oil Filter Differential I
:
Leaks Check X
Control Lindage
Lubricate X
:
Fan Shaft Bearings Lubricate X
I
l
Valve Clearances Adjust (Hot) X
Oil Filter Elements Replace X
i
Lube Oil Analyze X
r
Spark Plugs Replace X
,
Ignition Check
~
Timing X
I
I
Drive Chains Adjust X
I
~ e a r s & Sprockets Inspect X
_Jrive Belt Adjust X
Air Filters Clean/Replace X
1
C2rburetor Adj us t
\
X
I
~ - - -
L_
Page 2
Maintenance Program - 51090-1
(Typical for Superior Naturally Aspirated Gas Engines)
p
g;j
H
:::>
CY
Il
P<:
C/)
C/) C/) C/) C/) C/)
P<:
<
P<: P<: P<: P<: :::>
:::> :::> :::> :::> 0
--. 0 0 0 0 ;:I::
;:I:: ;:I:: ;:I:: ;:I::
:>< 0
I T E M S E R V ICE .-1 0 0 0 0 0
H 0 0 0 0 0
<
0 0 o 0 ~
p
-' N ~ co N
System Vents Check X
Lube Oil Change X
Crankcase Clean X
Lube Oil Strainer Clean X
Governor Oil Change X
Crankcase Breather Clean X
Safety Shutdowns Test/Adjust X
Starter Alignment Check X
Cam Lobes & Followers Inspect X
Coupling Alignment Check X
Crankshaft Distortion Check
~
X
Magneto Replace X
Magneto Drive Coupling Replace X
Cylinder Compression Check X
Camshaft Timing Check
X
Main Bearings Spot Check
X
Rod Bearings Spot Check
X
Cam Bearings Spot Check
X
Rocker Arm Bushings Spot Check
X
Cylinder Head Torque Check
X
Rod Bolt Torque Check
X
Main Cap Torque Check
X
Flywheel Torque Check
X
Coupling Torque Check
X
Foundation Bolt Torque Check
X
Drive Belts Replace
X
Thermostat Elements Test
X
Backfire Relief Valve Inspect
X
Lube Oil Relief Valve Inspect
X
Secondary Ignition Wires Replace
X
Gaskets & Seals Replace
X
Page 3
(Typical for Superior Naturally Aspirated Gas Engines)
1'=1
~
~
H
D
CY
~
~
'"
'" '" '" '"
(/)
~
...: ~ ~ ~ ~ D
D D D D 0
-.. 0 0 0 0 :x::
:x:: :x:: :x:: :x::
I T E M S
:>-< 0
E R V ICE ....:l 0 0 0 0 0
H 0 0 0 0 0
...: 0 0 0 0 ~
1'=1
..... N ~ co N
Cylinder Heads Rebuild X
Exhaust Manifold Inspect & Test X
Thermostat Elements Renlace X
Piston Rines Renlace X
Pistons Inspect X
Cylinder Liners Inspect & Hone X
Cylinder Block Inspect
i
X
Rod Bushings Replace X
Connectine Rods Inspect X
Rod Bearings Replace X
Main Bearings Replace
X
Crankshaft Insnect X
Cam Bearings Replace X
Drive Bushings Replace X
Roller Bearings Replace X
Oil Pump Drive Springs Replace X
Hubs, Gears & Sprockets Insnect X
Lube Oil Pump Rebuild X
Water Pump & Idler Rebuild X
Drive Chains Replace X
Carburetor Rebuild X
Linkage Rod Ends Replace X
Linkage Bushings Replace X
Throttle Assemblies Rebuild X
Governor Rebuild X
Primary Ignition Wiring Replace X
Fan Shaft Bearings Inspect
I
X
Lube Oil Cooler Clean & Test
I,
X
Ignition Coils Clean & Test
1
X
Camshaft Idlers Rebuild X
Page 4
(Typical for Superior Clean Burn Engines)
t=l
~
p::
H
::>
et
~
p::
CJ)
CJ) CJ) CJ) CJ) CJ) p::
...:
p:: p:: p:: p::
::>
::> ::> ::> ::> 0
---
0 0 0 0 ::c
::c ::c ::c ::c
I T E M S E R V ICE
~ 0
H 0 0 0 0 0
H 0 0 0 0 0
...: 0 0 0 0 --r
t=l
...... N --r ro N
Primary lenition Wirine Reolace X
Fan Shaft Bearines Insoect X
Lube Oil Cooler Clean & Test X
,
Ignition Coils Clean & Test X
I
c)-lO-90
MAINTENANCe PKOGRAM - 51090-2

(Typical for Superior Turbocharged Gas Engines)
INTRODUCTION
This maintenance schedule is for Superior GT-825 Series Engines operating
under normal conditions. It may be necessary to change some of the intervals
of service due to abnormal conditions associated with load, fuel gas analysis,
ambient temperatures, etc.
MAINTENANCE CHART
0
~
H
::>
0-
~
p::
Ul
Ul Ul Ul Ul Ul
p::
..:
p:: p:: p:: p::
::>
::> ::> ::> ::> 0
--.. 0 0 0 0 ::r:
I T E M S E R V ICE
::r: ::r: ::r: ::r:
:>< 0
H 0 0 0 0 0
H 0 0 0 0 0
..: 0 0 0 0
""
0
.-< N
""
CX) N
Cylinder Balance Check & Adjust
X
Operating Temperatures Log Data
X
Operating Pressures Log Data
X
Load & RPM Log Data
X
Air Cleaner Element Check Differential
X
Water Level Check
X
Lube Oil Level Check
X
Lube Oil Consumption Check
X
Crankcase Vacuum Check
X
Governor Oil Level Check
X
Starter Lubricator Fill
X
Oil Filter Differential Check
X
Leaks Check
X
Control Leakage Lubricate
X
Fan Shaft Bearings Lubricate
X
Valve Clearance Adjust (Hot)
X
Oil Filter Elements Replace
X
Lube Oil
Analyze
X
Spark Plugs Replace
X
Ignition Timing Check
X
Drive Chains Adjust
X
Gears & Sprockets Inspect
X
Drive Belts Adjust
X
J:'age "-
.
p
~
p::
H
;:J
0'
~
p::
en
en
U) en
U)
en
p::
<>:
p:: p:: p:: p:: ;:J
;:J ;:J ;:J ;:J 0
--. 0 0 0 0 ::r:
::r: ::r: ::r: ::r:
I T E M S E R V ICE
:><
0
...:I 0 0 0 0 0
H 0 0 0 0 0
<
0 0 0 0 -:T
I
p ..... N -.:T co N
Air Filters
Clean/Replace X
Fuel Mixture & Balance
Adiust X
System Vents
Check X
Lube Oil
Change X
Crankcase
Clean X
Lube Oil Strainer
Clean X
Governor Oil
Change X
Crankcase Breather
Clean X
Safety Shutdowns
Test/Adjust X
Starter Alignment
Check X
Cam Lobes & Followers Inspect X
I
Coupling Alignment Check X
Crankshaft Distortion Check X
Magneto Replace X
Magneto Drive Coupling Replace X
Cylinder Compression Check X
Camshaft Timing Check X
Turbo-Impellar Clean & Inspect X
Main Bearings Spot Check X
Rod Bearings Spot Check X
Cam Bearings Spot Check
X
i
Rocker Arm Bushings Spot Check X
I
Cylinder Head Torque Check X
I
Rod Bolt Torque Check X
i Main Cap Torque Check X
I
,
I
Flywheel Torque Check X
I
Coupling Torque Check X
Foundation Bolt Torque Check
X
Drive Belts
Replace
i
X
I
Thermostat Elements Test
X
Page 3
Maintenance Program
(Typical for Superior
51090-2
Turbochar$ed Gas Engines)
.
~
~
p::
H
::::>
0'
~
p::
CIl
CIl CIl CIl CIl CIl
p::
<
p:: p:: p:: p::
::::>
::::> ::::> ::::> ::::> 0
----
0 0 0 0 :0::
:0:: :0:: :0:: :0::
><
0
I T E M S E R V ICE
H 0 0 0 0 0
H 0 0 0 0 0
<
0 0 0 0
"'"
I
0
..... N
"'"
co N
Turbo-Turbine End Clean & Inspect X
.
Lube Oil Relief Valve Insoect X
I
Secondary Ignition Wires Reolace
X X
Gasket Seals
Replace X
:
Rebuild
X
Turbocharge
Cylinder Heads Rebuild
X
,
Exhaust Manifold Inspect &Test X
I
Replace
X
i
Thermostat Element
!
Piston Ring Replace
X
Pistons Inspect
X
Cylinder Liners Inspec: t &Hone X
Cylinder Block Inspect
X
Rod Bushings Replace X
Connecting Rods Inspect
X
,
i
Rod Bearings Replace
X
X
I
Crankshaft Inspect X
I
Cam Bearings Replace X
Drive Bushings Replace X
I
Roller Bearings Replace X
I
I
Oil Pump Drive Springs Replace X
Hubs, Gears & Sprockets Inspect X
Lube Oil Pump Rebuild
I
X
Water Pump & Idler Rebuild
X
Drive Chains Replace
I
X
I
i
Gas Valves Rebuild
I
X
I
,
I Linkage Rod Ends Replace
i
X
Linkage Bushings Replace
i
X
I
Governor Rebuild
i I
X
Primary Ignition Wiring Replace
I
t X
Page 4
p
'"
0::
H
;:J
0-
~
0::
(J)
(J) (J) (J) (J) (J)
0::
~ 0:: 0:: 0:: 0:: ;:J
;:J ;:J ;:J
:=> 0
----
0 0 0 0 :r:
:r: ::c :r: ::c
I T E M S E R V ICE
><
0
....:l 0 0 0 0 0
H 0 0 0 0 0
<: 0 0 0 0 -<t
P
...... N -<t co N
Fan Shaft Bearings Inspect X
Lube Oil Cooler Clean & Test X
Ignition Coils Clean & Test X
MAINTENANCE PROGRAM - 51090-3
INTRODUCTI ON
This maintenance schedule is for Superior GTLA & GTLB Series Engines
operating under normal conditions. It may be necessary to change some
of the intervals of service due to abnormal conditions associated with
load, diesel and fuel gas analysis, ambient temperatures, etc.
MAINTENANCE CHART
p
~
~
H
::>
0'
~
~
Cf.)
Cf.) Cf.) Cf.) Cf.) Cf.)
~
..: ~ ~ ~ ~ ::>
::> ::> ::> ::> 0
---
0 0 0 0 ~
~ ~ ~ ~
><
0
H 0 0 0 0 0
H 0 0 0 0 0
..: 0 0 0 0 -<j"
p ...... N -<j" <Xl N
-- - ~ - - - - - - - -
Cylinder Balance Check X
Operating Temperatures Log Data X
-
Operating Pressures Log Data X
Load & RPM Log Data X
Air Cleaner Elements Check Differential X
. - ..
- -
. . .
,
., .' _. -
Water Level Check X
Lube Oil Level Check X
Lube Oil Consumption Check X
..
Crankcase Vacuum Check X
~ - _ .
- - .. _._------------- --- _.- .. _-----
Governor Oil Level Check X
Starter Lubricator Fill X
I
Oil Filter Differential Check X
Leaks Check X
Control Linkage Lubricate X
i
Fan Shaft Bearing Lubricate X
i Valve Clearances Adjust (Hot)
X
Oil Filter Elements Replace
X
Lube Oil Analyze
X
Spark Plugs Replace
i :
X
I
!
Ignition Timing Check
X i ,
Drive Chains Adjust
i
I X
- - . ~
I
Gears & Sprockets Inspect
X
I
Drive Belts
Adjust
X
I
Air Filters Clean/Replace X
Page 2
.
p
~
.x:
H
~
I
0'
~
.x:
~
(/)
(/) (/) (/) (/)
.x:
<t: .x: .x: .x: ~
~ ~ ~ ~ 0
--
0 0 0 0 ::r:
::r: ::r: ::r: ::r:
I T E M
S E R V ICE
><
0
.:l 0 0 0 0 0
H 0 0 0 0 0
<t: 0 0 0 0 -or
p ,...; N -or a:> N
Fuel Mixture & Balance Adjust X
System Vents Check X
Fuel Cell Check Valves Clean & Test X
Exhaust Wastegate Inspect X
Lube Oil Change X
Crankcase Clean X
Lube Oil Strainer . Clean X
Governor Oil Change X
Crankcase Breather
Clean
X
Safety Shutdowns
Test/Adjust
X
Starter Alignment
Check
X
Cam Lobes & Follower
Inspect
X
Coupling Alignment
Check
X
Crankshaft Distortion
Check
X
Magneto
Replace
X
Magneto Drive Coupling
Replace
X
Cylinder Compression
Check
X
Camshaft Timing.
Check
X
Turbo-Impellar
Clean & Inspect
X
Fuel Cell
Spot Check
X
Main Bearings
Spot Check
X
Rod Bearings Spot Check X
Cam Bearings Spot Check X
Rocker Arm Bushings Spot Check X
Cylinder Head Torque Check X
Rod Bolt Torque Check X
Main Cap Torque Check X
Flywheel Torque Check X
Coupling Torque Check X
Foundation Bolt Torque Check X
Drive Belts Replace X
Page 3
.
p
~
~
H
;::>
CY
~
~
CJ)
CJ) CJ) CJ) CJ) CJ)
~
<
~ ~ ~ ~ ;::>
;::> ;::> ;::> ;::> 0
--
0 0 0 0 ;I1
;I1 ;I1 ;I1 ;I1
><
0
,....1 0 0 0 0 0
H 0 0 0 0 0
<
0 0 0 0 -<t
P
.--< N -<t 00 N
Thermostat Elements Test X
Turbo Turbine End Clean & Inspect X
Lube Oil Relief Valve Insoect X
Secondary Ignition Wires Replace X
!
I
Cylinder Heads Inspect With Scope X
i
I
,
Gaskets & Seals Replace X
Turbocharger
Rebuild X
Cylinder Heads
Rebuild X
Exhaust Manifold
Inspect & Test X
Thermostat Elements Replace
I
X
I
Piston Rings
Replace X ,
I
Pistons Inspect X
I
Cylinder Liners Inspect &Hone X
Cylinder Block Inspect X
Rod Bushings Replace
X
Connection Rods Inspect
X
I
Rod Bearings Replace
X
X
!
Crankshaft Inspect
X
i
Cam Bearings Replace
!
X
! Drive Bushings Replace
X
Roller Bearings Replace
X
Oil Pump Drive Springs Replace
X
Hubs, Gears & Sprockets Inspect
X
Lube Oil Pump Rebuild
X
Water Pump & Idler
Rebuild
X
Drive Chains
Replace
X
!
Gas Valves Rebuild
X
Linkage Rod Ends Replace
X
Hinkage Bushings
Replace
X
Governor
Rebuild
X
EnergyOynamics
PowerParts
SUBJECT
TECHNICAL BULLETIN
TB NO.l008
Procedure For Assembly
Ajax Injection Valve
P-YAE-S098-T-3
I. VALVE ASSEMBLY
A. The valve seat and guide are held in place by an
interference fit. They should be frozen by placing in
a freezer, dry ice, or liquid nitrogen. The intent is
to reduce the size of the part which reduces the
amount of pressure reuqired for installation.
The seat (P-BM-1014l-A) should be installed in the
housing (P-A-2562-2) so that the seat bottoms-out in
the counter bore.
The guide (P-K-789l-A) should be installed so it
protrudes into the gas passage. The proper position
can be confirmed by measuring from the outer most
surface of the housing (seat-end) to the end of the
guide. The guide is properly located when the
dimension is 1 5/8 inches.
A hole must be drilled in the guide after installation
to emit lubrication. A 1/8" drill it is required.
Insert the drill in the lubrication passage of the
housing and drill through the guide wall.
B. The installed guide bore should be .437-.438 inches.
In the event reaming is required, a .437 inch straight
reamer should be used.
C. Standard automotive type valve seat grinding equipment
can be used to finish grind the seat.
A pilot mandrel is inserted into the guide bore, to
insure the seat surface will be centered to the guide
bore.
ENERGyDYNAMICS
512/668-8311
- - ---------------------
TB NO.IOOS
PAGE 2
I. VALVE ASSEMBLY - CONT'D.
A power driven stone and holder is then piloted onto
the mandrel and grinding can begin.
The stone should touch the seat lightly at first to
verify the seat is located in the housing bore
properly. If the stone contacts the seat in one small
area, check to insure the seat is set squarely in the
counter bore and not cocked.
Grinding should continue until the stone makes full
contact 360
0
around the seat.
D. Once grinding is completed the valve (P-BM-IOI40-A)
should be lapped to the seat with fine lapping
compound.
E. Wash all parts before final assembly.
F. Lubricate the valve, seat, and guide bore with a good
grade motor oil. Install the valve into the guide.
Install spring (P-BM-IOS69-A) and retainer
(P-BM-IOI45). Using a valve spring compressor,
compress the valve spring and retainer far enough to
expose the two grooves cut into the upper valve stem
and install two locks (P-BM-IOI43).
G. Install the grease fitting (P-BM-I0046) and prelube
the valve stem with two to three pumps of
high-temperature grease (P-BM-1173S).
II. VALVE ACTUATOR
A. Install seal (P-BM-11736-A) into bore of plunger
barrel. The flat side of the seal must be toward the
injection valve.
Lubricate the plunger
from the flanged-end.
end of the plunger and
valve when installed.
and insert it
A short boss
must be away
into the barrel
is machined on one
from the injection
B. Install the o-ring (P-BM-1634S-A-215) and lubricate
with a good grade of motor oil. Install the plunger
and barrel assembly (P-YAE-S097-H-3) through the
barrel retainer plate (P-A-4371-2), from the a-ring
side. The barrel flange will seat against the a-ring.
TB NO.100S
PAGE 3
II. VALVE ACTUATOR - CONT'D.
C. Install o-ring (P-BM-1634S-A-212) and spring
(P-A-272S-A) into cap (P-A-2565-F-3) and assemble the
cap to the barrel and retainer assembly, securing them
with three socket head cap screws (P-03CS0406PC).
D. Install two roll pins (P-BM-10245-B) into housing
(P-A-256l-1). Install o-ring (P-BM-1634S-214) into
the groove in the barrel bore of housing (P-A-2561-1).
E. With the valve housing sitting in an upright position,
place six springs (P-BM-11654) in the shallow counter
bores of the housing.
F. Carefully install the cap and barrel assembly into the
valve housing.
Lubricate the adjusting collar (P-A-4370) threads with
"Never-Seez" or a good grade anti-seize and install
collar over the cap assembly.
III. FINAL ASSEMBLY AND PRE-ADJUSTMENT
A. Install gasket (P-A-2569) between the valve assembly
and the actuator.
The assembly is held together with four (P-01CSOS32PC)
cap screws and 1/2" nuts installed through four bolt
holes. These bolts should be tight enough to hold the
assembly snug, but do not over tighten. At valve
installation time, remove and discard 1/2" nuts.
B. The final bench adjustment can now be made.
Turn the adjusting collar clockwise (looking from the
cap-end), until it bottoms out. !!CAUTION!! Do not
force the collar. Then turn the collar counter
clockwise one and one half turns.
Install two socket head set screws (P-01SS0403PC) into
the threaded holes in the collar and tighten until
snug. Do not over tighten. These screws are designed
to prevent the collar from turning once set.
6-1-90
FLE.L IN
Ji
1
P-YAE-5098-T-3
BILL OF MATERIALS
TB NO.1008
PAGE 4
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
OTY
1
1
1
1
I
1
1
1
I
I
1
2
I
2
1
6
1
1
1
1
1
4
2
J
PIN
P-A-2561-1
P-A-2562-2
P-A-2565-F-3
P-A-2569
P-A-2728-A
P-A-4370
P-A-4371-2
P-BM-I0046
P-BM-I0140-A
P-BM-I0141-A
P-K-7891-A
P-BM-1014J
P-BM-I0145
P-IlM-I0245-B
P-BM-I0869-A
P-IlM-11654
P-BM-11736-A
P-BM-16348-A--212
P-BM-16348-214
P-BM-16348-A-21S
P-YAE-S097-H-J
p-OICS0832PC
P-01SS0403PC
P-OJCS0406PC
DESCRIPTION
HOUSING
HOUSING
CAP
GASKET
SPRING
COLLAR
RETAINER
FITTING
VALVE
SEAT
GUIDE
KEEPERS
RETAINER
ROLL P ~ N S
SPRING
SPRINGS
SEAL
O-RING
0- RING
O-RING
PSTN ASSY
CAPSCREWS
SETSCREWS
Cld)SCREWS
EnergyDynamics
PowerParts
SUBJECT
PROBLEM:
TECHNICAL BULLETIN
TB NO.100l
Cavitation - Corrosion
Superior (Inline-Vee) Engine Block
825 Series Engines
Deterioration of the cylinder block in the upper
and lower liner bores. Premature liner pitting and
deterioration. Coolant leakage into the engine
crankcase or bedplate which could cause extensive
damage and costly repairs.
The cavitation - corrosion problem has existed for several years
because of the cylinder block design and water-water treatment
procedures. The two primary causes of cavitation - corrosion are:
1. Mechanical movement (vibration) of the cylinder liner
at very high frequencies commonly referred to as the
bell ringing effect. The movement of the liner is
usually perpendicular to the axis of the crankshaft.
In all water systems there is a certain amount of air
entrained within the system and the mechanical
vibration of the liner causes air bubbles to form and
collapse on the liner and block surfaces. As the
bubbles collapse shock forces are imparted to these
surfaces causing pitting and erosion. This is
referred to as cavitation.
2. When a chemical change in a metal or an
electrochemical reaction occurs the metal exposed to
the coolant is changed into various compounds such as
iron oxide which attacks the surfaces. Where and to
what degree it will progress depends on the quality of
the water, type of corrosion inhibitor, the metals
that are exposed, surface temperature, vibration and
stress. As little as 1/16" of iron oxide bUildup can
affect the heat transfer and coolant flow. This
chemical reaction is referred to as corrosion.
ENERGyDYNAMICS
512/668-8311
TB NO.lOOl
PAGE 2
RECOMMENDATION: Water and Water Treatment
It is recommended that the water be de-ionized rather than raw
water which contains high concentrations of chlorides, sulfates,
dissolved solids and visible suspended solids such as silt. If
raw water is used as a diluent or added to the system as make up
water it would not have a hardness in excess of 170 ppm. The
coolant and additive package must provide adequate cooling to the
engine, protect against freezing, give adequate boiling protection
and provide corrosion protection. The coolant is normally an
ethylene or propylene glycol based antifreeze. The propylene
glycol based antifreeze provides superior cavitation - corrosive
protection. The commercial automotive type ethylene glycol
antifreeze does not provide adequate corrosion protection for
industrial heavy duty continuously operated engines. The freezing
point of pure ethylene glycol based antifreeze is OQF and when it
is diluted with water it provides freezing protection below O ~ .
As the percent by volume of ethylene glycol is diluted from 100%
to 60% the freezing point drops from OQF to -60
Q
F. As the percent
is diluted further the freezing point raises to +32
Q
F in
approximately a straight line relationship. The recommended
coolant concentration for engines is not less than 33% ethylene
glycol and not more than 60%. The boiling point is also affected
by coolant concentration. The greater the coolant concentration
the higher the boiling point. A good quality of water, the proper
coolant concentration and the proper additive package will assist
in reducing the severity of cavitation - corrosion problems.
Coolant analysis programs are also very important and should be
conducted on a regularly scheduled basis.
CYLINDER BLOCK REPAIR:
In a lot of cases cylinder blocks can be repaired in the upper and
lower liner bores rather than purchasing a new block. The repair
consists of machining the upper or lower bores and installing an
insert to bring the bore back to standard dimensions.
Lower bore insert - PIN P-G825-203
Upper bore insert - PIN P-G825-204
If one or two bores need repaired this can be accomplished in the
field however if the damage is extensive and several or all of the
bores are in need of repair it is more economical to send the
block to a qualified machine shop.
TB NO.lOOl
PAGE 3
IN ADDITION, listed below are preventive measures used
successfully by various Superior engine users to alleviate the
severity of cavitation - corrosion.
1. Raise the elevation of the expansion tank 1'-2' to
provide more head pressure to the suction side of the
engine water pump. In all instances the expansion tank
should be vented to the atmosphere.
2. Maintain at all times the recommended cylinder head
torque which reduces liner movement.
3. Coating on the 0.0. of the cylinder liner with chrome or
polymer coating. A nitrided liner shows no significant
improvement.
4. Pressurize the water system from 2 - 5 PSI by installing
a cap on the expansion tank.
5. Use of oversize liners in the upper liner area just below
the liner flange which reduces liner movement and water
pressure on the liner to block gasket reducing water
leaks in this area.
6. Vent the water pump suction housing to the bottom of the
expansion tank. This vents entrained air at the pump
suction. This in in addition to venting the thermostat
housing and the highest point in the cooler to the bottom
of the expansion tank.
We recommend that you contact a reliable water treatment company
and review the details of the engine water system to be treated,
metals in the system, operating temperature and pressures, history
of the cavitation and corrosion problems, the type of engine and
the engine operation.
6-9-88
EnergyOynamics
PowerParts
SUBJECT
TECHNICAL BULLETIN
TB NO. 1010 - REV. 1
Water Cooled Exhaust Manifolds
on Superior Engines
HISTORY: Water cooled exhaust manifolds on Superior as well
as other types of engines develop leaks. Some can
be attributed to the quality of the welding,
internal design, but most can be created by external
stress or improper installation.
INSPECTION & INSTALLATION SUGGESTIONS
1. Use a machinist straight edge or string line to check for
bending or warpage of the flanges on both the exhaust and
intake manifolds. If required, the flanges can be milled
inline to relieve stress or prevent leaks.
2. Fill the water section of the exhaust manifold with hot
water and hydrostatically test with air at 50 PSIG. Check
for leaks.
3. With the cylinder heads installed, nuts hand tight,
install the intake manifold and tighten the flanges
slightly (approximately 15-20 ft. lbs.). Use machinist
straight edge or string line to verify the cylinder head
exhaust flanges are inline.
4. Install the exhaust manifold and tighten the flanges the
same as the intake manifold (approximately 15-20 ft.lbs.).
NOTE: "V" series engines are equipped with exhaust elbows.
Special adjustments and alignments are required as
follows:
A. With the intake manifolds installed as instructed in
3 above, install an elbow on each cylinder head.
B. Use a machinist straight edge or string line to
adjust and tighten all elbows (both right and left
banks) slightly (approximately 15-20 ft. Ibs.).
Install and tighten the exhaust manifold to the
elbows.
ENERGyDYNAMICS
512/668-8311
----------
Page 2
5. With the manifolds or a combination of manifolds and
elbows installed as instructed Torque all cylinder heads
using the proper sequence to the specified torque.
6. Tighten manifolds and elbows (flV" engines) to the
cylinder heads. Normal torque for 1/2" - 13 capscrews is
46-48 ft. Ibs ..
7. Exercise care and make the necessary checks to eliminate
stress on the exhaust manifold during the installation of
the water piping, expansion joint, exhaust piping, and
turbocharger if applicable. The water piping should be
equipped with Aeroquip type couplings, properly located.
Expansion joints should be installed with the proper
stretch to eliminate stress at normal operating
temperatures. Turbochargers require proper shiming and
adjustments to avoid stress, and exhaust piping supports
should not be connected to the e x ~ a u s t manifold.
For assistance and additional information, please contact our
Service department or our Distributor within your immediate area.
11-17-94
------------
EnergyDynamics
PowerParts
SUBJECT
TECHNICAL BULLETIN
TB NO .1011
VALVE CONVERSION - OLD STYLE "VEE" ENGINE
45 TO 30
OLD PAR'l' NUMBER REPLACEMENT PART DESCRIPTION

P-002-389
(45 0)
P-023-971 (30) EXHAUST VALVE
P-008-324
(45 0)
P-023-969 (30) INTAKE VALVE
P-002-391
(45 0)
P-022-492 (30) EXHAUST SEAT
P-012-224 (45 0)
P-022-948 <30) INTAKE SEAT
P-013-161 P-022-949 EXHAUST VALVE GUIDE
P-002-915 P-022-491 INTAKE VALVE GUIDE
P-4A-1581 P-022-490 SPRING RETAINER
P-022-489 SPRING SPACER
P-021-127 GAS VALVE SEAT
5-26-92
ENERGyDYNAMICS
512/668-8311
EnergyDynamics
TECHNICAL BULLETIN
PowerParts
TB NO.I012
SUBJECT
Oil leaks between the cylinder heads and
cylinder block on Superior 6-G-SI0 engines.
PROBLEM: Existing engines are equipped with a rubber
grommet seal arrangement between the cylinder
head and block. Due to insufficient crush,
hardening of the grommet due to high
temperatures, etc. leaks develop.
SOLUTION: The attached lists components drawing
(P-SK-SlOO) outlines the procedure and
components list required for converting to an
external oil supply system. This would
eliminate the grommets.
For further details, components, and/or
assistance, please contact EnergyDynamics or
their distributor in your immediate area.
9-29-92
ENERGyDYNAMICS
512/668-8311
e e e
P-SK-5700
BILL or MA TERIALS
/T[A1 OTY PART NO OESCRIPTION
n:CDill ' lv,
-- --
P-04 TU040261 TUBING
i 15'
P-061-016 T[[S
o 0 2 6
00/01'
.5 18 P-01PP0700SP PLUGS
K DR/ll #R AND TAP 1/8 NPT
4 2 P-061-04J FITTINGS
, 'v, - I-- INTO Oil PASSAG, FITTiNGS
DR CK
5 6 P-061-012
DATE REV REVISION RECORD
nn NOT USE GALVANIZEO nTTiNGS
TAP [X/STING HOl[ 7/8"
NPT ANO PLUG USING IT[M
6 - TYPICAL
(2),
I
=Jl
c{
=Jl
CYLINDER
HEAD
TO CrllNDER
LIDI/,-J
BLOCK

10 cI"LiNDR
C''<I,,<O
BLOCK
<'-? ""
6'<0C'';-
R[MOV[ [x/STING TUBING & \
p, UG HOl[S AT TOP or CAM

BEARING JOURNALS ANO TOP 0:'-
L
,
BLOCK WITH IT[M Q) TAP 1/8

Ii II _G'I
WH[N R[OUIR[O TYPICAL
(j
- '2 PLAC[$
0 0 0 0 0 0
16
0
'\
0 0 0
o 0 0 0 o 0
)
0 0 0 0 o 0
o C '0 0 0

o 0
0 0 0 0 0
IN [X/STINe
0 0 0 0 0 0
APpro HoteS
C
0
:L
IN Born (NOS
0
(:
: 0
or BLOCI'(,
0
,
cd
TOLERANCES
Energ)'Oynomics
"OTE S
NOTED)
8 ne: s,
Inc.
J \
ALL DIV,ENSIONS ARE IN
(EXCEPT AS
' J
'!\JCHES
FRACTIONAL
PowerParls e
1/64" TITLE
CONVERSION FROM INTERNAL
ROCKER ARM
OILER- TO EXTERNAL OIL SUPPLY LINES
DATE SCALE
APPLICATION 6G5 10
SUPERIOR 7/15/93 NONE
JDRAWING REV DRAWN BY
JS
,.- A r""\,..-'"\ ,-. , /

O&m

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

O&m

Uploaded by

Copyright:

Available Formats

INDEX

Figure 5 indicates a typical cut-away of an Engine

4-CYCLE OPERATING PRINCIPLES

The GTLA uses a new metering valve (Reference Figure 28)

(b) At the flywheel end, the shaft may tend to lift

tional view of a low and high pressure cylinder.The

As reviewed under operating principles, when conditions

II . Tests: Laboratory test of an Inline 825 consisted of

Prior to your next overhaul, contact EnergyDynamics or your local

MAINTENANCe PKOGRAM - 51090-2

OLD PAR'l' NUMBER REPLACEMENT PART DESCRIPTION

p, UG HOl[S AT TOP or CAM

BLOCK WITH IT[M Q) TAP 1/8

You might also like