13-3-615

Version: 05
October 26, 2011

AIR
COMPRESSOR

MODELS

WLN

WLG

OPERATING AND
SERVICE MANUAL
 MAINTAIN COMPRESSOR RELIABILITY AND PERFORMANCE WITH
GENUINE GARDNER DENVER® COMPRESSOR
PARTS AND SUPPORT SERVICES

Gardner Denver® Compressor genuine parts, manufactured to design tolerances, are developed for
optimum dependability – specifically for Gardner Denver compressor systems. Design and material
innovations are the result of years of experience with hundreds of different compressor applications.
Reliability in materials and quality assurance are incorporated in our genuine replacement parts.

Your authorized Gardner Denver Compressor distributor offers all the backup you’ll need. A worldwide
network of authorized distributors provides the finest product support in the air compressor industry.
Your local authorized distributor maintains a large inventory of genuine parts and he is backed up for
emergency parts by direct access to Gardner Denver.

Your authorized distributor can support your Gardner Denver air compressor with these services:

1. Trained parts specialists to assist you in selecting the correct replacement parts.
2. A full line of factory tested AEON™ compressor lubricants specifically formulated for use in
Gardner Denver compressors.
3. Repair and maintenance kits designed with the necessary parts to simplify servicing your
compressor.

Authorized distributor service technicians are factory trained and skilled in compressor maintenance
and repair. They are ready to respond and assist you by providing fast, expert maintenance and repair
services.

For the location of your local authorized Gardner Denver Air Compressor distributor, refer
to the yellow pages of your phone directory or contact:

Factory:
Gardner Denver
1800 Gardner Expressway
Quincy, IL 62301
Phone: (217) 222-5400
Fax: (217) 224-7814

INSTRUCTIONS FOR ORDERING REPAIR PARTS

When ordering parts, specify Compressor MODEL, Method of Cooling, HORSEPOWER and SERIAL
NUMBER (see nameplate on unit). The Serial Number is also stamped on top of the discharge
bearing carrier casting.

All orders for Parts should be placed with the nearest authorized distributor.

Where NOT specified, quantity of parts required per compressor or unit is one (1); where more than
one is required per unit, quantity is indicated in parenthesis. SPECIFY EXACTLY THE NUMBER OF
PARTS REQUIRED.

DO NOT ORDER BY SETS OR GROUPS.

To determine the Right Hand and Left Hand side of a compressor, stand at the motor end and look
toward the compressor. Right Hand and Left Hand are indicated in parenthesis following the part
name, i.e. (RH) and (LH), when appropriate.

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 TABLE OF CONTENTS

Index ................................................................................................................................................ 3

List Of Illustrations ........................................................................................................................... 4

Foreword.......................................................................................................................................... 5

Safety Precautions .......................................................................................................................... 6

Section 1 Installation ....................................................................................................................... 7

Section 2 Maintenance .................................................................................................................. 14

Section 3 Service Data .................................................................................................................. 32

Warranty ........................................................................................................................................ 40

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 INDEX
Air Compressor Models WLN And WLG..... 7 High Pressure..................................... 17
Air Filters................................................... 13 Low Pressure ..................................... 17
Basic Disassembly Procedure .................. 14
Compressor Break In and Testing After INSTALLATION, SECTION 1
Overhaul ................................................... 29 Installation ............................................ 7
Preliminary Test Procedures...............29 Cleaning........................................ 7
Compressor Disassembly ......................... 14 Lubricating Oil Qualification ............... 12
Compressor Reassembly ......................... 26 Lubricating System............................... 9
Compressor Storage................................. 31
Lubrication Requirements .................. 10
Compressor Test Break In Run ................ 29
Connecting Rod Parallelism and Twist ..... 34
MAINTENANCE, SECTION 2
Connecting Rods ...................................... 20
Pistons
Crankcase Breather .................................... 8
Low Pressure Piston.......................... 23
Crankshaft ................................................ 19
Cylinders ............................................ 20
Cleaning ..............................................19
Maintenance....................................... 14
Inspection............................................20
Pistons
Cylinders
Piston Pin Bearing Replacement....... 23
Cleaning After Honing .........................22
Pistons................................................ 23
Cleaning and Inspection......................20
Piston Rings ....................................... 25
Reboring..............................................21
Dimensions For Rebuilding - High Pressure
Cylinder..................................................... 33 SERVICE DATA, SECTION 3
Discharge and Suction Valves .................. 16 Dimensions For Rebuilding - Low
Final Test Runs......................................... 29
Pressure Cylinder .............................. 32
Gear - Type Oil Pump ............................... 10 Service Data....................................... 32
General Clearance Data ........................... 34 Service Data
Specifications ..................................... 32
Intercooler ................................................. 15 Valve Bumper..................................... 32
Cleaning ..............................................15 Valve Rework Limits........................... 32

Oil Pressure Relief Valve .......................... 26 Suction & Discharge Valve Disassembly .. 17
Oil Pump ................................................... 26 Torque Values........................................... 35
Gear - Type Pump (New) ....................26 Unloader Valves........................................ 15
Plunger - Type Pump (Old) .................26 Valve Reassembly .................................... 19
Valve Reassembly Discharge Valve ......... 19
Operating Tests ........................................ 30 Valve Reassembly Suction Valve ............. 19
Orifice Testing........................................... 13 Valve Reconditioning ................................ 18
Pistons Cleaning ............................................. 18
High Pressure Piston ..........................24 Valve Bumper..................................... 18
Piston Pin Replacement......................25 Valve Disc .......................................... 18
Plunger - Type Oil Pump .......................... 10 Valve Seats ........................................ 18
Pressure Gauges ...................................... 26 Valve Springs ..................................... 18
Removing Discharge Valves..................... 16
Removing Suction Valves ......................... 17 Warranty.................................................... 40

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 LIST OF ILLUSTRATIONS

FIGURE 1-1 – AIR COMPRESSORS ............................................................................................................. 7

FIGURE 1-2 – CRANKCASE BREATHER...................................................................................................... 8
FIGURE 1-3 – BASIC CRANKCASE BREATHER.......................................................................................... 8
FIGURE 1-4 – PLUNGER TYPE OIL PUMP................................................................................................... 9
FIGURE 1-5 – GEAR TYPE OIL PUMP AND FILTER.................................................................................... 9
FIGURE 1-6 – OIL PRESSURE RELIEF VALVE...........................................................................................10
FIGURE 1-7 - CORRECTION FACTOR GRAPHS -- OIL PRESSURE VERSUS OIL TEMPERATURE .......11
FIGURE 1-8 - COMPRESSOR ORIFICE TEST LIMITS ................................................................................13

FIGURE 2-1 - PISTON--TYPE COMPRESSOR UNLOADER VALVE...........................................................15

FIGURE 2-2 - DISCHARGE VALVE ASSEMBLY ..........................................................................................16
FIGURE 2-3 - SUCTION VALVE ASSEMBLY ...............................................................................................16
FIGURE 2-5 – SUCTION VALVE REMOVAL ................................................................................................17
FIGURE 2-6 – ORFICE PLUG APPLICATIONS ............................................................................................19
FIGURE 2-7 – CYLINDER WALL HONING ...................................................................................................22
FIGURE 2-8 – PISTON PIN ROLLER BEARING APPLICATION ..................................................................23
FIGURE 2-9 – PISTON BUSHING REMOVAL TOOL ...................................................................................23
FIGURE 2-10 – PISTON PIN BUSHING INSTALLATION .............................................................................23
FIGURE 2-11 – PISTON BOSS SUPPORT ANVIL .......................................................................................24
FIGURE 2-12 – ROLLER BEARING INSTALLATION ...................................................................................25
FIGURE 2-13 – PISTON RING ASSEMBLY..................................................................................................25
FIGURE 2-14 – GEAR-PUMP COMPRESSOR OIL INTRODUCING ASSEMBLY........................................27
FIGURE 2-15 – CYLINDER HEAD TIGHTENING SEQUENCE ....................................................................28
FIGURE 2-16 – WATER DEFLECTOR SYSTEM ..........................................................................................28
FIGURE 2-17 – TYPICAL WATER PIPING APPLICATION...........................................................................29
FIGURE 2-18 – TYPICAL TEST STAND INSTALLATION.............................................................................30

FIGURE 3-1 - INTERCOOLER TORQUE CHART.........................................................................................35

FIGURE 3-2 – TORQUE CHART – WLN WITH GEAR TYPE LUBE OIL PUMP...........................................36
FIGURE 3-3 – TORQUE CHART – WLG WITH GEAR TYPE LUBE OIL PUMP...........................................37
FIGURE 3-4 – TORQUE CHART – WLN WITH PLUNGER TYPE LUBE OIL PUMP....................................38
FIGURE 3-5 – TORQUE CHART – WLG WITH PLUNGER TYPE LUBE OIL PUMP ...................................39

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 FOREWORD

Gardner Denver® Reciprocating compressors are the result of advanced engineering and skilled
manufacturing. To be assured of receiving maximum service from this machine, the owner must
exercise care in its operation and maintenance. This book is written to give the maintenance
department or machinery mover essential information for receiving and installing the compressor
or package unit.

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

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

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

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

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

Some general safety precautions are given below:

Failure to observe these notices could result in injury to or death of personnel.

• Do not operate unit if safety devices are not operating properly. Check periodically.
Never bypass safety devices.
• Keep fingers and clothing away from revolving or reciprocating parts.
• Do not use the air discharged from this unit for breathing – not suitable for human
consumption.
• Do not loosen or remove the oil filler plug, drain plugs, covers, or break any
connections, etc., in the compressor air or oil system until the unit is shut down and the
air pressure has been relieved.
• Electrical shock can and may be fatal.
• Compressor unit must be grounded in accordance with the National Electrical Code.
• Disconnect the compressor unit from its power source, tag and lockout before working
on the unit.
• Do not modify unit without written permission from Manufacturer’s Engineering
Department.

Failure to observe these notices could result in damage to equipment.

• Stop the unit if any repairs or adjustments on or around the compressor are required.
• Disconnect the compressor unit from its power source, tag and lockout before working
on the unit.
• Do not exceed the rated maximum pressure values shown on the nameplate.
• Do not operate unit if safety devices are not operating properly. Check periodically,
never bypass safety devices.
• Bearing can be damaged by passage of current. Do not electric weld on the compressor
or base.
• Inspect the oil reservoir for fatigue cracks and inspect all pipe and tube connections for
looseness or leakage on at least an annual basis.

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SECTION 1
INSTALLATION

AIR COMPRESSOR MODELS WLN AND WLG

DESCRIPTION

The WLN and WLG model air compressors, FIGURE 1-1, are water cooled, two stage air
compressors. Each compressor has its own oil pump and pressure lubricating system. Domestic
models are equipped with a deep sump oil pan. Export models are equipped with a shallow
sump oil pan.

The WLN (formerly WBO) compressor has two low pressure and one high pressure cylinders and
the WLG (formerly WBG) compressor has four low pressure and two high pressure cylinders.
The low pressure cylinders are set at an angle to the vertical high pressure cylinder position. The
pistons of the high and low pressure cylinders are all driven by a common crankshaft.

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

Air at atmospheric pressure is drawn in through the filters and intake valves into the low pressure
cylinders during the downward strokes of the pistons. As the air is compressed on the upward
stroke, the intake valve is closed and the air at higher pressure is forced through the discharge
valve into the intercooler. Air leaves the intercooler, entering the high pressure cylinder through
its intake valve. As the high pressure piston moves upward, it compresses the air to a higher
pressure, forcing it out through the discharge valve and connecting piping to the main air
reservoir.

FIGURE 1-1 – AIR COMPRESSORS

WLN WLG

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 SPRING TYPE DIAPHRAGM TYPE
FIGURE 1-2 – CRANKCASE BREATHER

The intercooler contains passages for engine cooling water and for air from the low pressure
cylinders. It acts to remove heat from the compressed air, making it more dense, and thereby
improving the efficiency of the high pressure cylinder(s). The basic intercooler has one water
inlet and one water outlet, but some intercoolers (two--pass) have one water inlets and two
outlets to obtain parallel flows and more efficient cooling of the air. A two--pass intercooler is
required for operating speeds of 950 RPM or greater. Air flow is the same through each type of
intercooler.

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

When main reservoir air reaches the recommended pressure, the compressor governor control
admits air to the unloader assembly, cutting out the compressor action by holding the intake valve
open. When reservoir pressure falls, the air operating the unloader is cut off, the intake valve is
released, and the compressor resumes normal pumping.

FIGURE 1-3 – BASIC CRANKCASE BREATHER

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

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 FIGURE 1-4 – PLUNGER TYPE OIL PUMP

On spring backed valves there should be only a slight tension in the spring. Excess tension will
cause abnormal pulsation at the breather as the pistons move up and down, nullifying the
purpose of the breather.

The breather, FIGURE 1-2 and FIGURE 1-3, page 8, are connected to the compressor air intake
filter. This prevents the escape of vapors into the air around the compressor.

The breather should be cleaned periodically with petroleum solvent and blown dry with
compressed air.

LUBRICATING SYSTEM
The lubricating system is shown in FIGURE 1-4 and FIGURE 1-5. The crankshaft is rifle drilled
for passage of oil to the connecting rod bearings. Oil under pressure from the lubricating oil
pump flows through the drilled passages of the crankshaft. The piston pin bearing and crankshaft
main bearings are lubricated either by the oil mist from the connecting rod oil throw--off or by the
flow of oil under pressure through rifle drilled connecting rods. The latter system is required for
idling speeds of 200 RPM or less. The drilled rod system requires a gear--type oil pump.

A block mounted on the side of the crankcase houses a valve, FIGURE 1-5, that is used to
control oil pressure. This valve provides for correct minimum oil pressure at idling speed and
ensures adequate oil pressure at all speeds.

FIGURE 1-5 – GEAR TYPE OIL PUMP AND FILTER

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 Never put a locomotive into service with a pressure gauge at the test opening. Failure of the
gauge can cause serious compressor and engine damage..

Plunger--Type Oil Pump

The plunger-- or piston--type oil pump is actuated by a strap riding on an eccentric on the
crankshaft. Oil from the pump flows through the drilled pump plunger and eccentric and into the
drilled passages of the crankcase.
Gear--Type Oil Pump
The oil pump drive shaft is driven by a mating helical gear that is shrunk on the crankshaft. Oil
under pressure is fed to the relief valve block and returned by drilling passages in the crankcase
to the oil introducing ring that is housed in the small bearing end plate. A drilled opening in the
crankshaft lines up with a circumferential groove in the oil introducing ring I.D. to feed oil to the
drilled passages in the crankshaft.
The lube oil filter provided with compressors equipped with this type pump is a spin--on, full flow
design with a built--in relief valve.
Units equipped with plunger--type pumps may be converted
LUBRICATION REQUIREMENTS
It is important that the compressor crankcase oil be changed at intervals determined by local
operating conditions. The Factory suggests changing the oil and filter after the first 50 hours,
then using a 500 hour oil and oil filter interval as an initial guideline. After draining the oil, clean
the inside of the crankcase by flushing with petroleum solvent and wipe clean with lint--free,
bound--edge towels.
Oil level can be determined at any time, with the compressor running or stopped. When a float
gauge is used, the gauge needle must be kept in the green “RUN” area. When the compressor is
equipped with a dipstick--type oil level gauge, oil should be added as indicated by the dipstick
reading. To take an oil level reading from a dipstick, first remove it, wipe it clean, and reinsert it,
making certain that it is fully seated. Then remove the dipstick and make the reading.
Oil pressure should be checked periodically to ensure that the pump and associated parts are
functioning properly. At normal operating speed, the oil pressure should be
103 kPa (15 psi) minimum. A plugged pipe opening is provided in the oil relief valve for
application of a pressure gauge to check the compressor oil pressure. A pressure gauge with an
externally mounted pulsation damper should be used whenever oil pressure is measured. After
the pressure is checked, the locomotive should be shut down, the gauge removed, and the pipe
opening plugged.

ACCUMULATOR--TYPE (PLUNGER PUMP UNITS) ACCUMULATOR--TYPE (GEAR PUMP UNITS)

FIGURE 1-6 – OIL PRESSURE RELIEF VALVE

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 Oil Pressure (PSIG) Correction Factor

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

Conditions: 1. 200 to 950 RPM.

2. S.A.E. No. 10 weight lubricating oil.
3. Compressor loaded or unloaded.

Oil Pressure (PSIG) Correction Factor

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

Conditions: 1. 200 to 900 RPM.

2. S.A.E. No. 30 weight lubricating oil.
3. Compressor loaded or unloaded.

FIGURE 1-7 - CORRECTION FACTOR GRAPHS -- OIL PRESSURE VERSUS OIL TEMPERATURE

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Pressure readings should be taken when oil temperature is 60° C (140° F). In the event that oil
temperature is lower, the oil pressure versus temperature graph shown in FIGURE 1-6 can be
used to determine the corresponding pressure at 60° C (140° F).

Oil Pressure is varied by adding or removing shims under the pressure adjusting screw on the
relief valve, FIGURE 1-5 . The recommended clearance between the valve body and the piston is
shown in the Service Data, pages 21 thru 23. If the clearance is exceeded, and an new piston will
not correct the clearance discrepancy, a new valve must be applied. On accumulator—type
valves, alteration of shims is not normally required.

When checking oil pressure on units that are equipped with lube oil filters, use the upper plugged
opening on the side of the relief valve body. The oil pressure relief valve is located between the
filter and the crankshaft oil passages. Pressure drop across the filter has no effect on the oil
pressure setting.

To check oil pressure drop across the filter, take pressure readings at both the upper and lower
openings on the side of the oil pressure relief valve body. Subtraction of the lower reading from
the upper reading gives the pressure drop across the filter. If the drop is as
much as 10 psi, the filter should be replaced even if the replacement schedule does not yet call
for it.

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

LUBRICATING OIL QUALIFICATION

Use only a premium grade of compressor oil, such as GD AEON™ 500.

Heavy detergent oils will form hard lacquer deposits in the cylinder heads and on the cylinder
walls which will result in oil carry--over in the system. Heavy weight oils will cause excessive
wear in the piston pin bearings. Detergent or high film strength oils would probably improve
piston pin bearing life, but cannot be used because ring seating is affected and carry--over into
the air system will increase.

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

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ORIFICE TESTING
The compressor should be given an orifice test, as a measure of its condition, at intervals
recommended in the Department of Transportation rulings. The graphs in FIGURE 1-8 show the
recommended limits for the compressors covered in this publication.

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

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

FIGURE 1-8 - COMPRESSOR ORIFICE TEST LIMITS

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SECTION 2
MAINTENANCE

COMPRESSOR DISASSEMBLY

Before the compressor is disassembled, the exterior of the unit should be thoroughly cleaned.
Parts should be marked to ensure that each will be reassembled in the proper location. Care
should be taken when handling parts so as not to damage otherwise damaged parts. When
cleaning the parts, do not put main bearings, crankshaft, connecting rods, valves, pistons or
piston pins in the same basket with other compressor parts.

Cylinder heads, cylinders, crankcases, end plates, hand hole covers, suction and discharge
elbows, manifolds, and cast iron intercoolers should be placed in a cleaning solution and left
there long enough to ensure proper cleaning.

After removal from the cleaning solution, these parts should be wire brushed and magnetic--
particle inspected for defects.

The pistons, crankshaft, and connecting rods should be thoroughly cleaned (DO NOT WIRE
BRUSH) and magnetic--particle inspected for defects.

After magnetic--particle inspection all parts should be rewashed and demagnetized before
reassembly.

BASIC DISASSEMBLY PROCEDURE

1. Remove pipe plug at bottom of crankcase to drain lube oil. Drain compressor cooling water.

2. Remove all piping assemblies and both hand hole covers.

3. Remove air filters, air intake manifold, crankcase breather, oil pressure relief valve and
suction and discharge elbows.

4. Remove intercooler assembly

5. Remove cylinder heads and cylinder assemblies.

6. Remove connecting rod cap bolts, and pull the piston and connecting rod assemblies off the
crankshaft.

7. Remove the oil pump from the crankcase.

8. Support the crankshaft with appropriate equipment. Remove end plate bolts and pull end
plates off the crankcase.

9. Remove the crankshaft from the crankcase.

10. Remove individual assemblies and disassemble by following instructions covering the
particular assembly.

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INTERCOOLER

Cleaning

The intercoolers should be removed at overhaul time, and cleaned inside and out. Oil film inside
the intercooler, or an accumulation of dirt, will materially reduce its efficiency, with the possibility
of excess moisture being carried into the air system.

The intercoolers should be cleaned using an inhibited alkaline or solvent cleaner and water. After
cleaning, flush thoroughly with hot water, and blow dry.

FIGURE 2-1 - PISTON--TYPE COMPRESSOR UNLOADER VALVE

UNLOADER VALVES

The piston--type unloader valves, similar to FIGURE 2-1, are used on the compressor to hold the
intake or suction valves off their seats to stop compressor pumping when the main reservoir air is
at the proper pressure.

Disassemble and service the valve as follows:

1. Remove the unloader valve assembly and cap from the suction valve cover plate. Then
remove the cap and gasket from the upper plunger cover.
2. Remove the plunger assembly from the upper plunger cover.
3. Clean the plunger and ring. Check that the ring operates freely in its groove.
4. Clean and inspect the interior of the upper plunger cover.
5. Apply a small amount of fine lapping compound to the angle seat on the plunger. Insert the
plunger in the cover and lap the angle seats of the plunger and cover.
6. After lapping the seats, remove the plunger and clean both the plunger and cover. Remove
all compound.
7. Apply light grease comparable to petroleum jelly to the cover, plunger, and ring. Reassemble
the parts, using new gaskets under the cover cap and the upper plunger cover. Be sure that
cover cap is assembled in the same orientation that it was lapped in Step 5.

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FIGURE 2-2 - DISCHARGE VALVE ASSEMBLY FIGURE 2-3 - SUCTION VALVE ASSEMBLY
DISCHARGE AND SUCTION VALVES
Each cylinder has one discharge valve, FIGURE 2-2, and one suction valve, FIGURE 2-3. Each
valve is a cage--like assembly consisting of a bumper, a seat, springs, and two concentric discs.
The discs are installed between the bumper and seat and are held against the seat by springs
that fit into recesses in the bumper. The assembly is held together by a single centrally located
bolt.
In a discharge valve assembly the springs are above the discs and hold them down against the
seat. In a suction valve assembly the springs are below the discs and hold them up against the
seat. Discharge valves have nine springs, three on the inner disc, and six on the outer disc. The
springs are helical design with buttons on the ends that ride against the discs.

FIGURE 2-4 – DISCHARGE VALVE REMOVAL

REMOVING DISCHARGE VALVES
1. Remove the crown nut, FIGURE 2-4, at the center of the cover plate.

2. Loosen the valve cover plate bolts but do not remove the cover plate. (This removes tension from the
set screw).

3. Loosen the set screw.

4. Remove the cover plate bolts and cover plate.

5. Remove the valve clamp.

6. Remove the discharge valve assembly.

7. To prevent entry of foreign material, cover the valve openings.

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 FIGURE 2-5 – SUCTION VALVE REMOVAL

REMOVING SUCTION VALVES

Low Pressure
1. Remove the cover plate bolts, FIGURE 2-1, page 15.

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

3. Remove the suction valve assembly, then cover the valve opening.

High Pressure
1. Loosen the crown nuts, FIGURE 2-5, approximately two turns.

2. Remove the cover plate bolts, and remove the cover plate and unloader as an assembly.

3. Make certain that the clamp setscrews have been loosened sufficiently to provide clearance
between the screws and the valve clamp upon reassembly.

4. Remove the clamp.

5. Remove the suction valve assembly, then cover the valve opening.

SUCTION AND DISCHARGE VALVE

DISASSEMBLY

Valves can be taken apart to remove the springs and valve discs by removing the cap bolt. The
valve parts should then be cleaned thoroughly.

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VALVE RECONDITIONING
Valve Discs
The valve discs should be replaced if a wear step has formed. The following information is
provided to qualify a disc for reuse.

A valve disc that shows no defects requires only cleaning and should not be lapped or ground.

If a disc must be lapped to remove some minor defects, even pressure should be placed on the
disc. The valve disc should not be pressed with the fingers, as the pressure will be applied only
on small areas. A disc can be sprung enough with finger pressure to cause a wavy finish that will
allow the valve to leak.

The disc should be placed in a holder that will distribute the pressure evenly while lapping. A
simple holder can be made from a flat steel plate cut out to a depth of about 2/3 the thickness of a
disc.

The disc should not be lapped to its seat. If the disc is not perfectly flat, the seat will be given a
wavy surface. The disc should be lapped on a perfectly flat lapping plate. The lapping compound
should be very fine so as to put an almost mirror finish on the disc.

Occasionally, a valve disc which has had a long period of service will stop rotating. If the disc
remains in one position long enough, the valve springs will wear rings in the disc. Discs in this
condition should be discarded. The wear rings, if deep enough, are weak spots that can develop
into cracks. Also, a valve disc which has had considerable service may have a wear step in it. A
disc in this condition should be discarded. Minimum valve disc thickness should not be less than
stated in the Service Data, pages 21 thru 23.

Valve Seats
Valve seats must be completely free of any nicks, and the edges should be square and sharp. If
a valve seat requires lapping. It should be lapped to a master plate using a fine compound that
will give a shiny, scratch free surface.

While inspecting valve seats refer to dimensions in the Service Data, pages 21 thru 23.

Valve Bumper
Inspect valve bumper for cracks or excessively worn areas. See the Service Data, pages 21 thru
23, for dimensions.

Valve Springs
New valve springs should be used when reconditioning the valves. The springs should have a
slip fit in the bumper holes. A spring that fits loosely in the bumper hole will wear rapidly on the
bottom coil, promoting spring and disc breakage. If the spring is not set squarely in the bottom of
the hole, it will bind and cause wear on the O.D. of the upper coils. This can be avoided by using
a rod that is slightly smaller than the 11 mm (7/16”) diameter of the spring hole, and square on
the end for compressing the spring solid on the bottom. Springs that are too tight will also bind in
the holes and cause wear on the upper coils. Springs should be compressed after installation to
check for freedom of movement.

Cleaning
After reconditioning and inspection, all valve parts should be thoroughly cleaned for reassembly.

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VALVE REASSEMBLY
Discharge Valve
1. Hold bumper assembly in one hand with spring pockets facing up.
2. Place springs in place, with large diameter inserted into spring pocket, and place inner and
outer valve discs on their respective springs.
3. Invert the seat assembly and position it on the discs.
4. Hold this assembly together, apply the cap bolt, and tighten to 115 -- 129 N’m (85--95 ft--lbs)
torque.
Suction Valve
1. Hold the bumper assembly, spring pockets up, and place the inner and outer valve disc
springs in their pockets.
2. Place the respective discs on their springs.
3. Carefully place the seat assembly over the discs.
4. Apply the cap bolt and tighten to 115 -- 129 N’m (85--95 ft--lbs) torque.
Using a blunt--nosed piece of wood inserted through the valve opening, check that the valve
discs are free to move. Check for leaks by filling valve pockets with fuel oil.
If valve assemblies are not to be used immediately, they should be oiled and wrapped to keep
them clean. If the valves are to be stored, they should be protected against rust.
CRANKSHAFT
Cleaning
If the crankshaft is removed for any reason, it should be given a thorough cleaning with solvent,
particularly during any overhaul work, since metallic particles may lodge in the oil passages. All
rifle drillings must be cleaned thoroughly.
The main drilling of the crankshaft consists of two intersecting passages. One of these passages
is parallel to the crankpin and is plugged at both ends. These plugs are provided to aid in
cleaning and must be removed. A long--handled bristle brush having slightly over a 8 mm (5/16”)
diameter is recommended for cleaning passages. During scrubbing, solvent should be directed
into the passages under approximately 170 kPa (25 psi) pressure. Washing and brushing must
be repeated until the oil passages and crankshaft are absolutely clean. After cleaning, be sure to
replace the passage plugs which were removed.
Oil is fed to the main bearing by an orifice plug in the nearby end of the crankpin oil passage. In
addition, there is an orifice plug in the crankpin oil passage end near the pump drive and driven
gears. Make sure that the orifices in the plugs are absolutely clean. When installing, check the
orifices for proper position, FIGURE 2-6. Take care when tightening that the wrench does not
pinch the orifice shut.

FIGURE 2-6 – ORFICE PLUG APPLICATIONS

13-3-615 Page 19
Check after tightening by running a wire through the orifice or feeding a solvent under pressure
into the crankshaft lube oil inlet opening.

Inspection

The main bearing surfaces of the crankshaft should not receive any wear and should not be less
than 85.75mm (3.376”) diameter.

On units with a plunger--type oil pump, the oil pump eccentric surface should not be scored,
tapered, or out--of--round in excess of 0.013 mm (.0005”). The run out of the crankshaft should
not exceed 0.25mm (.010”) at the main bearing journal, with the crankshaft located in centers.

The crankpin on the crankshaft should not be more than 0.038 mm (.0015”) out--of--round, or
worn to less than 88.80 mm (3.496”) diameter. If it is damaged, or worn beyond above limits, it
can be reconditioned by grinding, provided the surface will clean up to 0.76mm (.030”) undersize.

CONNECTING RODS

Connecting rods used in the compressors are equipped with precision bearing inserts. The
bearing inserts should be replaced at the time of overhaul or any time their condition warrants
replacement.

The connecting rods and bearing shells should be fitted to the crankshaft before the crankshaft is
installed in the crankcase. Clearance limits are given in “General Clearance Data,” page 23. The
connecting rod bearing--to--crankshaft journal clearance can be checked by the use of Plastigage
strips.

Rifle drilled connecting rods are standard equipment on the WLN. All rifle drillings must be
cleaned thoroughly. A long--handled bristle brush having slightly over an 8 mm(5/16”) diameter is
recommended for cleaning passages. During scrubbing, solvent should be directed into the
passages under approximately 170 kPa (25 psi) pressure.

CYLINDERS

Cleaning and Inspection

The cylinder should be thoroughly cleaned after removal, prior to any inspection or reconditioning.
Examine the cylinder for score marks or ridges at the end of the ring travel surface. Inspect
cylinders for a maximum out--of--round condition of 0.03 mm(.001”). Also check cylinder
diameter to ensure correct clearances with the correct size piston.

Accumulated cylinder and piston wear will increase piston to cylinder clearance, a limiting factor
at the time of reapplication. No cylinder should be matched with a new or used piston with a
piston--to--cylinder clearance exceeding the limit given in the Service Data at the rear of this
publication.

For example, with a WLN low pressure cylinder worn to a maximum diameter of 200.139 mm
(7.8795”), a piston not less than 199.923 mm (7.8710”) diameter must be used. Obviously, with a
cylinder worn to this diameter the minimum diameter shown in the specifications for a rebuild
piston cannot be used since the maximum clearance of 0.216 mm (.0085”) would be exceeded. If
cylinders are worn excessively, they should be rebored to oversize increments of 0.25 mm
(.010”).

If cylinders are worn to the extent that they would require more than 0.76mm (.030”) reboring, it is
better to replace them with new cylinders or those rebored to the regular oversizes.

13-3-615 Page 20
Reboring
When reboring is necessary, the cylinders should not be rebored to their final size. They should
be rebored to 0.05 to 0.08mm(.002” to .003”) under their final size and allow enough stock for
proper honing. If less stock is left, the boring marks will not be completely removed when the
cylinder is honed to size.

After reboring, the cylinders should be honed for the final finish. A honed finish of 0.64 to
1.01 microns (25--40microinches) is desired, with a crosshatch of 25 deg. to 35 deg. The proper
micro inch finish can be obtained from stones ranging from 180 to 280 grit.

FIGURE 2-7, page 22, shows a cylinder wall at various stages of the cylinder reconditioning
operation. VIEW A and VIEW B show a cylinder after boring and before honing. Notice the rough
finish left by the boring tool. New piston rings installed in a cylinder with this finish would be
ineffective. Oil consumption and blow—by would remain high because the rings could not form a
good seal. VIEW C shows the same cylinder after 25 strokes with the proper hone. Although
honing marks are visible, the boring marks can also be seen. This finish is still too rough for
piston ring seating. VIEW D shows the cylinder wall after the cylinder was honed to size with a
ridid hone. The boring marks have been cleaned up and the cross hatch pattern left by the hone
is all that is visible. This surface is ideal for early piston ring seating.

The tolerance allowed on finishing oversize rebored cylinders is +0.03 -- 0.00mm

(+.001” -- .000”). This tolerance is added to the amount that the cylinder is rebored. For
example, if a standard 177.80 mm (7.000”) cylinder is rebored 0.25mm (.010”) oversize, the finish
diameter after honing should be 178.05 -- 178.08 mm (7.010” -- 7.011”).

Honing of cylinders at regular maintenance periods should be avoided, except when used to
remove scoring. A better practice is to remove any ridge at the top of the ring travel by scraping,
and then rough the cylinder by hand using a No. 180 emery cloth to produce a crosshatch pattern
at an angle of 25° -- 35° to the bore.

13-3-615 Page 21
 FIGURE 2-7 – CYLINDER WALL HONING
Cleaning After Honing
Cleaning the cylinders after honing is very important. If the cylinders are not properly cleaned
after they are honed, the compressor will wear out in a very short time. The tiny particles left by
the hone will attack the rings, cylinders and any other moving parts in the compressor. To make
certain the overhaul will last, the following cleaning procedure should be used.
1. Wash the cylinder with soap and hot water using a stiff fiber brush to clean the cylinder bore
and flanges.
2. Swab each cylinder thoroughly with a clean rag dipped in 10W engine oil.
3. Wipe out the cylinder with a clean, dry cloth.
4. Repeat Steps 2 and 3 until a clean cloth can be rubbed on the cylinder wall without staining.
It is necessary to use oil for this cleaning procedure because the oil pulls the abrasive
particles out of the tiny pores and crevices in the cylinder wall. Solvents will not remove all
abrasive particles.

13-3-615 Page 22
 FIGURE 2-8 – PISTON PIN ROLLER BEARING APPLICATION
PISTONS
At the time of the compressor overhaul, the pistons should be removed, cleaned and inspected
for excess wear. Match the pistons with a new or used cylinder so the diameters result in a
piston to cylinder clearance which does not exceed the limit given in the Service Data, pages 21
thru 23.
Piston ring grooves must be square and free from wear ridges. Clearance between the oil control
ring side and groove should not exceed 0.01 mm (.004”), where applicable. Minor scuff marks or
scratches can be smoothed or rounded with a file. (Do not use a stone or emery cloth.)
Piston Pin Bearing Replacement
Current model compressors are equipped with a prefinished bushing in the low pressure piston
assembly and roller bearings, FIGURE 2-8, in the high pressure piston assembly. The roller
bearing--type piston assembly requires a different piston pin and connecting rod than piston
assemblies using other types of bushings and bearings.
Low Pressure Piston:
When reconditioning machines, replace the low pressure piston pin bushings with the type
removed.
The old bushings or bearings should be pressed out using a driving tool similar to the one shown

FIGURE 2-9 – PISTON BUSHING REMOVAL TOOL

FIGURE 2-10 – PISTON PIN BUSHING

INSTALLATION

in FIGURE 2-9. Other methods tend to gouge the inside of piston bosses and destroy the piston
for further use.
Before attempting to replace the piston bushings, check the piston to see that it is sound and free
from excessive scuff marks or wear at the following points:
1. Piston ring grooves must be square and free from wear ridges. Clearances between oil
control ring side and groove should not exceed maximum indicated in Service Data, pages 21
thru 23.
2. Piston to cylinder clearance must be within limits indicated in Service Data, pages 21 thru 23.
3. Minor scuff marks or scratches can be smoothed or rounded with a file. (Do not use stone or
emery cloth.)

13-3-615 Page 23
 FIGURE 2-11 – PISTON BOSS SUPPORT ANVIL

New bushings should be applied by shrinking the bushing with dry ice or liquid nitrogen and
heating the piston. The use of liquid nitrogen will permit dropping bushing into piston at room
temperature. The use of dry ice will require heating piston to 90° to 150° C (200° to 300° F).
Bushing should be dropped into outside opening of piston boss with inner end of boss squarely
seated on piston bushing anvil, as shown in FIGURE 2-10, page 23.

High Pressure Piston

When replacing high pressure piston pin bearings, use roller bearing assemblies, FIGURE 2-8,
page 23. The old bearings should be removed by pressing to the center of the piston with a
51 mm (2--1/32”) diameter driving tool. Use care not to gouge the inside of the piston bosses
with the driving tool.

A piston boss support anvil and plug for pressing in the roller bearings can be made as shown in
FIGURE 2-11, page 24.
Before attempting to replace the piston bearings, check the piston to see that it is sound and free
from excessive scuff marks or wear at the following points:
1. Piston ring grooves must be square and free from wear ridges. Clearance between ring side
and groove should not exceed the maximum indicated in Service Data, pages 21 thru 23.
2. Piston to cylinder clearance must be within limits indicated in Service Data, pages 21 thru 23.
3. Minor scuff marks or scratches can be smoothed or rounded with a file. (Do not use stone or
emery cloth.)
4. Wash piston thoroughly to remove any foreign material, then blow it dry with clean, dry air.
5. Install inner retainer rings in piston pin boss using internal pliers.

13-3-615 Page 24
FIGURE 2-12 – ROLLER BEARING INSTALLATION FIGURE 2-13 – PISTON RING ASSEMBLY

6. Place piston over anvil as shown in FIGURE 2-12, locating piston pin boss approximately in
center of the three countersunk screws in the top of the anvil.
7. Place roller bearing on plug and start bearing into piston pin bore, being sure bearing is
parallel with pin bore.
8. Press bearing into piston until plug bottoms on the O.D. of the piston. Do not over press plug.
9. Remove plug, rotate piston 180° and relocate the other pin boss on the anvil. Repeat Steps 7
and 8.
10. After both bearings have been installed, remove the piston from anvil and install the two outer
retainer rings.
11. Cover both ends of the piston pin bore to keep foreign material out of the bearings until the
piston pin is installed.

Piston Pin Replacement

The piston pin must be replaced if it is scored, damaged, or exceeds the clearance limits given in
the Service Data, pages 21 thru 23.

PISTON RINGS
To aid in piston ring identification and location, the various ring combinations for the compressor
are shown in FIGURE 2-13. Compression rings are marked on top to ensure proper application.
Oil control rings are not marked as they may be applied with either side up.

To properly apply the piston rings, use the correct ring expanding installing tool according to the
piston diameter.

Piston rings should be fitted through the bottom of the cylinders rather than through the top,
because the bottom of the cylinder is chamfered to prevent damage to the ring on entry, and this
end wears less than the top. Therefore, rings must have at least minimum clearance at the lower
end of the cylinders. Piston rings should never be filed to obtain end clearance.

13-3-615 Page 25
OIL PUMP
Plunger--Type Pump (Old)
The oil pump should fit the crankshaft to the limits listed in the Service Data section, pages 21
thru 23. If the clearance limit is exceeded, a new oil pump plunger should be inspected for
scoring and excessive wear. If the clearance limit is exceeded as given in the Service Data
section, a new pump assembly should be installed.
Gear--Type Pump (New))
The backlash in the oil pump drive is fixed by dowel pins in the oil pump mounting flange. The
endplay in the oil pump drive shaft should be no less than 0.03 mm (.001”) or more than 0.10 mm
(.004”). It is obtained by pulling up on the adjusting nut until this endplay is 0.05 mm (.002”) to
0.13 mm (.005”), then advancing the nut to the nearest locking position. If the clearance limits
are exceeded as given in the Service Data, a new pump should be installed.
OIL PRESSURE RELIEF VALVE
The oil pressure relief valve should be completely disassembled and thoroughly cleaned. All
passages should be blown out, using compressed air. The valve should then be reassembled as
described in the Lubricating System section.
PRESSURE GAUGES
The orifice screw should be removed and the air and oil pressure gauges tested on a dead weight
tester. After testing, an orifice screw having an orifice diameter not greater than 0.38 mm (.015”)
must be installed in the gauge and staked securely in place.
COMPRESSOR REASSEMBLY
The air compressors should be reassembled with new gaskets and oil seals. The bearing
surfaces of the crankshaft, main bearings, connecting rod bearings, wrist pins, and cylinders
should be adequately lubricated with air compressor oil.
The area of the crankshaft that the lip of the synthetic rubber seal touches should be well oiled or
greased.
1. On compressors equipped with plunger--type oil pump, install the oil seals in the end plates
as described in “Crankshaft,” page 10. On models equipped with gear--type oil pumps,
FIGURE 2-14, first install the oil introducing ring, piston rings, and retainer ring in the end
plate, making sure that the retainer ring snaps firmly in place. Then install the oil seals.
2. Mount the main bearing inner races on the crankshaft and the outer races in the crankcase
(oil pump end) or the end plate (opposite oil pump end. The races must be flat against the
locating shoulder within 0.05 mm (.002”).
3. Install the crankshaft in the crankcase with a gasket behind the end plate opposite the
intercooler and shims at the intercooler so the oil pocket and passage is up, providing gravity
feed lubrication to the main bearings
4. Check the end thrust of the crankshaft by exerting 1724 kPa (250 psi) pressure alternately at
each end of the shaft and checking shaft movement with a dial indicator. Thrust clearance
should not exceed the limits given in the Service Data. If necessary the end thrust may be
adjusted by the addition or removal of shims between the end plate and crankcase.
5. Install the plunger--type oil pump and oil pump eccentric in the crankcase. Torque the
eccentric strap bolts to 47--61 N’m (35--45 ft--lbs). Install cotter pins in the strap bolts and
lock wire the oil pump mounting bolts.
Install the gear--type oil pump. Torque the mounting flange bolts to
62--74 N’m (45--55 ft--lbs).

NOTICE
The identifying or matching marks on the connecting rods, connecting rod caps, and both
halves of the oil pump eccentric (plunger--type pump only) must all be on the same side.

13-3-615 Page 26
 FIGURE 2-14 – GEAR-PUMP COMPRESSOR OIL INTRODUCING ASSEMBLY
6. Install the previously assembled piston and connecting rod assembly on crankshaft. Torque
connecting rod bolts to 197--210 N’m (145--155 ft--lbs). Install locknut hand tight against
connecting rod nut and tighten 1/3 to 1/2 turn.

NOTICE
When installing the cylinders, cylinder heads and intercooler to the compressor, be sure to use
the proper gaskets and initially tighten the bolts hand tight. To limit the cylinder distortion to a
minimum the mounting bolts should be tightened to the proper torque value as specified in the
Service Data in the following order:
Intercooler to cylinder head
Cylinder head to cylinder
Cylinder to crankcase
7. Using a piston ring compressor, mount the cylinders on the crankcase.
8. The following steps should be taken before installing the cylinder heads to the cylinders to
ensure maximum operating performance of the cylinder head gaskets.
a. Gasket surfaces on cylinder and heads must be free of deep scratches and
foreign material. The faces of the water cooled heads must be flat within
0.05 mm (.002”).
b. Use of oil, heavy grease, gasket cements, or graphite coating should be avoided
as they impair gasket performance and life. Proper positioning of gasket should
be attained by using short studs inserted in head before application.
9. The valve covers on the discharge valves, and the unloader on the high pressure suction
valves should be installed with the valve clamp screws released. After the covers are
installed, the valve clamp screws should be tightened and locked in place with the clamp
screw crown nut. On the low pressure suction unloader assemblies, care should be
exercised to ensure that the suction valve cover gasket is compressed. If the gasket does
not compress, two gaskets should be applied. Do not remove the valve seat gasket.
10. Mount the cylinder head assemblies containing the suction and discharge valves onto the
cylinders.

13-3-615 Page 27
 FIGURE 2-15 – CYLINDER HEAD TIGHTENING SEQUENCE

11. Install the intercooler, tighten the intercooler, cylinder head, and cylinder mounting bolts as
explained in Step 6. Tighten cylinder head bolts to 163--176 N’m (120--130 ft--lbs) following
the pattern in FIGURE 2-15.
12. Install the suction and discharge elbows, air filter, crankcase breather, oil pressure relief
valve and oil filter (if applicable) in their proper locations.
13. If the unloader piping is in good condition, it should be reused. If new unloader piping is
required, the latest type should be used. The piping should be soap tested for leaks at
620 kPa (90 psi).
14. If the unit has water deflector piping, FIGURE 2-16, page 28, install the piping so that the
deflectors at the high pressure cylinders are positioned with the word “TOP” stamped on the
deflector, on the top side. If the unit has the reduced sludge, low pressure cylinders, FIGURE
25, page 18, reapply the water piping. These new units do not require a sediment removal
system.
15. Wipe the crankcase clean with lint--free, bound-- edge towels and install the hand hole
covers. If the oil gauge and oil filler were removed from the hand hole cover, replace them in
their proper positions.

FIGURE 2-16 – WATER DEFLECTOR SYSTEM

13-3-615 Page 28
COMPRESSOR BREAK--IN AND TESTING AFTER OVERHAUL

Preliminary Test Procedures

Whether the compressor is to be mounted on a test stand or tested in the locomotive, the
following steps should be taken before starting test:
Insert a temperature gauge in the pipe plug hole in the crankcase to check temperature rise of
lube oil. A 10°-- 150° C (50° -- 300° F) gauge can be used.
To provide means of relieving air pressure while testing the compressor on the locomotive, the
compressor discharge relief valve (if so equipped) should be removed and a globe valve installed.
Flexible tubing or armored hose can be attached to the valve and placed so that air and vapors
will discharge outside the engine room.
As soon as the compressor is started, either on the test stand or in the locomotive, the lube oil
pressure should be approximately 310 kPa (45 psi) with cold oil. As the oil temperature
increases, the pressure will drop. The oil pressure should be no less than 103 kPa--137 kPa
(15--20 psi) with oil temperature at about 60° C (140°F) at 315 RPM.
COMPRESSOR TEST BREAK--IN RUN
Before the final test runs, the compressor should be given a break--in run for 30 minutes at
425 RPM pumping against a maximum of 69 kPa (10 psi) air pressure.
After the half hour break--in, close drain valve(s) and let main reservoir air pressure build up to
normal cutout setting of the unloader governor or compressor control switch. Repeat several
times to make sure suction unloading valve parts and unloader governor or compressor control
switch are operating correctly. If any valve fails to unload properly, shut down the compressor
and repair the defect.
FINAL TEST RUNS
Set unloader governor or compressor control switch to cut out at 689 kPa (100 psi) and cut in at
approximately 620 kPa (90 psi). Open drain sufficiently so the compressor operates at 50% load
factor (i.e., unloaded for the same amount of time that it is loaded), and run for 2 hours at
approximately 425 RPM.

FIGURE 2-17 – TYPICAL WATER PIPING APPLICATION

(BASIC LOW SLUDGE CYLINDERS)

Following the first 2 hour final run, reset unloader governor to cut out at normal operating
pressure. Operate at 50% load factor under these normal pressures for an additional 2 hours at a
compressor speed of approximately 425 RPM.

13-3-615 Page 29
OPERATING TESTS
Audio inspections of moving parts should be made at regular intervals during the break--in period.
If any noise (other then the normal valve click) is apparent, or a regularly occurring thump can be
felt by placing hand on compressor, the cause of the noise or vibration should be corrected
before attempting any further testing.
The intercooler pressure, observed during a test run while under load, the cast iron coolers
should be around 310 kPa (45psi) and the small braised coolers should be around 345kPa
(50 psi). This pressure is an indicator of valve efficiency. The pressure may vary slightly due to
change in air temperature or barometric pressure, but any variation of more than 20 kPa (3 psi)
above or below normal intercooler pressure is an indication of a defective valve(s), the location of
which can be found as follows:
1. If intercooler pressure is abnormally high only when pumping, the high pressure suction valve
should be inspected.
2. If intercooler pressure climbs slowly when the compressor is unloaded, the high pressure
discharge valve should be inspected.
3. If the intercooler pressure is abnormally low when pumping and drops to zero pressure in
less than minutes when unloaded, the low pressure discharge valves should be inspected.
4. If the intercooler pressure is abnormally low when pumping, but drops only a few pounds
after being unloaded 3 minutes, the low pressure suction valves should be inspected.
The low pressure discharge valves or low pressure suction valves at fault will usually be indicated
by a weak or erratic suction sound, abnormal blowback from air filter, or an excessively hot low
pressure discharge valve cover plate.
The valves may then be replaced, and with the compressor running under load, all gasket joints
should be tested for air leaks. This testing may be done with soap water applied to all gasket
joints with an oil can.
After making sure that all valves are again working properly and that all joints are tight and free
from leaking, the machine should be given an orifice test. See FIGURE 1-8 for orifice test limits.

FIGURE 2-18 – TYPICAL TEST STAND INSTALLATION

13-3-615 Page 30
COMPRESSOR STORAGE
If the place of storage is near a sea coast or in a damp climate, it is recommended that the
compressor be given a l hour 50% load factor test run every 20--90 days during the high humidity
season to prevent minute rust areas forming on cylinders and valves. The experience obtained
from other similar machinery in the same climate area will assist materially in establishing the
optimum interval between storage period retest.

If the tested compressor is to be kept in storage for an indefinite length of time, it should be
protected against rust. After slushing with anti--rust oil, wrap the breather cap and all pressure
relief valves with barrier material and seal with pressure sensitive tape.

If the compressor is to be immediately installed, the slushing with anti--rust oil will not be required.

After the compressor has completed the recommended running time and appears to be working
satisfactorily, all valves should be removed and the cylinders inspected for scoring or scratches
that might have occurred during assembly or break--in. Brown streaks in the cylinder should not
be confused with scratches or scoring, as this is not an abnormal condition and these streaks
disappear after the rings and the cylinders have had sufficient running to properly polish
themselves together.

13-3-615 Page 31
SECTION 3
SERVICE DATA
SPECIFICATIONS
Lube Oil Capacity Shallow Sump Deep Sump
WLN......................................... 11.63 Liter (3 Gal.) 39.75 Liters (10--1/2 Gal.)
WLG......................................... 17.03 Liter (4--1/2 Gal.) 68.14 Liters (18 Gal.)

Valve Rework Limits

Millimeters Inches
Min. Max. Min. Max.

Valve Seats
Difference between Center Boss and
Valve Disc Seat ........................................... 0.13 0.010
Gasket surface flat within ............................ 25 0 0.005
Gasket seat width........................................ 3.18 0.125

Valve Bumper
Distance Disc Seat surface
below Center Boss surface 3.56 3.96 0.140 0.156
Guide finger height must not be greater than center boss height.

Valve Disc
Thickness .............................................. 1.32 0.052
Lift.......................................................... 1.98 2.59 0.078 0.102

DIMENSIONS FOR REBUILDING -- LOW PRESSURE CYLINDER

Model WLN
Millimeters Inches
Min. Max. Min. Max.
Cylinder Height .................................... 288.544 288.925 11.3600 11.3750
Cylinder Inside Diameter .....................
New ................................................ 200.025 200.063 7.8750 7.8765
* Maximum ........................................ 200.139 7.8795
Piston Diameter
New ................................................ 199.898 199.923 7.8700 7.8710
** Minimum ......................................... 199.809 7.8665
Clearances --
Piston To Cylinder
New............................................ 0.102 0.165 0.0040 0.0065
Rebuilt........................................ 0.102 0.216 0.0040 0.0085
Piston Pin ....................................... 0.033 0.10 0.0013 0.004
Side of Oil Ring to Groove.............. 0.05 0.10 0.002 0.004
*** Ring Gap ........................................ 0.20 1.01 0.008 .040

* Using new piston at maximum diameter.

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

13-3-615 Page 32
 DIMENSIONS FOR REBUILDING -- LOW PRESSURE CYLINDER (Continued)

Model WLG
Millimeters Inches
Min. Max. Min. Max.
Cylinder Height ............................ 288.544 288.925 11.3600 11.3750
Cylinder Inside Diameter
New........................................ 177.800 177.838 7.0000 7.0015
* Maximum 177.914 7.0045
Piston Diameter
New........................................ 177.686 177.711 6.9955 6.9965
** Minimum ................................ 177.597 6.9920
Clearances --
Piston To Cylinder
New................................... 0.089 0.152 0.0035 0.0060
Rebuilt............................... 0.089 0.203 0.0035 0.0080
Piston Pin............................... 0.033 0.10 0.0013 0.004
Side of Oil Ring to Groove ..... 0.05 0.10 0.002 0.004
*** Ring Gap................................ 0.18 0.91 0.007 .040

DIMENSIONS FOR REBUILDING -- HIGH PRESSURE CYLINDER

Model WLN
Millimeters Inches
Min. Max. Min. Max.
Cylinder Height ......................... 272.669 273.050 10.7350 10.7500
Cylinder Inside Diameter
New..................................... 146.050 146.088 5.7500 5.7515
* Maximum 146.164 5.7545
Piston Diameter
New..................................... 145.948 145.974 5.7460 5.7470
** Minimum ............................. 145.859 5.7425
Clearances --
Piston To Cylinder
New................................ 0.076 0.140 0.0030 0.0055
Rebuilt............................ 0.076 0.191 0.0030 0.0075
Piston Pin............................ 0.03 0.064 0.001 0.0025
Side of oil ring to groove ..... 0.05 0.10 0.002 0.004
*** Ring Gap............................. 0.15 0.81 0.006 0.032
Model WLG
Cylinder Height ......................... 272.669 273.050 10.7350 10.7500
Cylinder Inside Diameter
New..................................... 146.050 146.088 5.7500 5.7515
* Maximum ............................ 146.164 5.7545
Piston Diameter
New..................................... 145.948 145.974 5.7460 5.7470
** Minimum ............................. 145.859 5.7425
Clearances --
Piston To Cylinder
New................................ 0.076 0.140 0.0030 0.0055
Rebuilt............................ 0.076 0.191 0.0030 0.0075
Piston Pin............................ 0.03 0.064 0.001 0.0025
Side of Oil Ring to Groove .. 0.05 0.10 0.002 0.004
*** Ring Gap............................. 0.15 0.81 0.006 0.032

* Using new piston at maximum diameter.

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

13-3-615 Page 33
 GENERAL CLEARANCE DATA

Millimeters Inches
Min. Max. Min. Max.
Main Bearing Outer Race to Crankcase
Bore or End Plate.................................. --0.03 +0.03 --0.001 +0.001
+ Main Bearing End (cold)
Model WLN ........................................... 0.20 0.33 0.008 0.013
Model WLG ........................................... 0.030 0.08 0.0012 0.003
Unloader Assembly Unloader Plunger
to Upper Plunger ................................... 0.10 0.004
++ Connecting Rod Bearing ....................... 0.030 0.08 0.0012 0.003
+++Connecting Rod Side ............................ 0.33 0.76 0.013 0.030
Plunger--Type Oil Pump
Oil Pump Eccentric................................ 0.03 0.08 0.001 0.003
Oil Pump Plunger to Body..................... 0.03 0.064 0.001 0.0025
Oil Pump
Rotor to Housing ................................... 0.05 0.002
Idler Pin to Idler Bushing ....................... 0.05 0.002
Idler to Crecent...................................... 0.10 0.004
Oil Pressure Relief Valve – Clearance
between Valve Body and Piston ........... 0.013 0.08 0.0005 0.003

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

Connecting Rod Parallelism and Twist

Connecting rod bores must be parallel within 0.041 mm (0.0016”) in 152 mm (6”).
Connecting rod twist must not exceed 0.051 mm (0.0016”) in 152 mm (6”).

13-3-615 Page 34
TORQUE VALUES

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

FIGURE 3-1 - INTERCOOLER TORQUE CHART

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13-3-615
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FIGURE 3-2 - TORQUE CHART -- WLN WITH GEAR TYPE LUBE OIL PUMP
13-3-615
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FIGURE 3-3- TORQUE CHART -- WLG WITH GEAR TYPE LUBE OIL PUMP
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FIGURE 3 4 - TORQUE CHART -- WLN WITH PLUNGER TYPE LUBE OIL PUMP
13-3-615
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FIGURE 3-5 – TORQUE CHART – WLN WITH PLUNGER TYPE LUBE OIL PUMP
 WARRANTY
GARDNER DENVER
RECIPROCATING COMPRESSORS

GENERAL PROVISIONS AND LIMITATIONS

Gardner Denver (the ”Company”) warrants to each original retail purchaser (“Purchaser”) of its new products from the Company or its
authorized distributor that such products are, at the time of delivery to the Purchaser, made with good material and workmanship. No
warranty is made with respect to:

1. Any product which has been repaired or altered in such a way, in the Company’s judgment, as to affect the product adversely.
2. Any product which has, in the Company’s judgment been subject to negligence, accident, improper storage, or improper
installation or application.
3. Any product which has not been operated or maintained in accordance with the recommendations of the Company.
4. Components or accessories manufactured, warranted and serviced by others.
5. Any reconditioned or prior owned product.

Claims for items described in (4) above should be submitted directly to the manufacturer.

WARRANTY PERIOD
The Company’s obligation under this warranty is limited to repairing or, at its option, replacing, during normal business hours at an
authorized service facility of the Company, any part which in its judgment proved not to be as warranted within the applicable Warranty
Period as follows:

1. The power end is warranted for 24 months from date of start up, 27 months from date of shipment to the Purchaser, whichever
occurs first.
2. Expendable wear parts such as, but not limited to, rings, valves, packing and filters are warranted for material conformance and
workmanship only. Nonconforming material must be identified to the Gardner Denver Factory Warranty Department within twelve
months of machine startup or 15 months from date of shipment.
3. All other components are warranted for 12 months from date of startup or 15 months from date of shipment to the Purchaser,
whichever occurs first.

NOTE: Deterioration or wear occasioned by chemical and/or abrasive action or excessive heat shall not constitute manufacturing
defects.

LABOR TRANSPORTATION AND INSPECTION

The Company will provide labor, by Company representative or authorized service personnel, for repair or replacement of any product
or part thereof which in the Company’s judgment is proved not to be as warranted. Labor shall be limited to the amount specified in the
Company’s labor rate schedule.

Labor costs in excess of the Company rate schedules caused by, but not limited to, location or inaccessibility of the equipment, or labor
provided by unauthorized service personnel is not provided by this warranty

All costs of transportation of product or parts claimed not to be as warranted and, of repaired or replacement parts to or from such
service facility shall be borne by the Purchaser. The Company may require the return of any part claimed not to be as warranted to one
of its facilities as designed by Company, transportation prepaid by Purchaser, to establish a claim under this warranty.

Replacement parts provided under the terms of the warranty are warranted for the remainder of the Warranty Period of the product
upon which installed to the same extent as if such parts were original components.

WARRANTY REGISTRATION VALIDATION

A warranty registration form is provided with each machine. The form must be completed by the Purchaser and mailed within ten days
after machine startup to validate the warranty.

DISCLAIMER

THE FOREGOING WARRANTY IS EXCLUSIVE AND IT IS EXPRESSLY AGREED THAT, EXCEPT AS TO TITLE, THE COMPANY
MAKES NO OTHER WARRANTIES, EXPRESSED, IMPLIED OR STATUTORY, INCLUDING ANY IMPLIED WARRANTY OF
MERCHANTABILITY.

THE REMEDY PROVIDED UNDER THIS WARRANTY SHALL BE THE SOLE, EXCLUSIVE AND ONLY REMEDY AVAILABLE TO
PURCHASER AND IN NOT CASE SHALL THE COMPANY BE SUBJECT TO ANY OTHER OBLIGATIONS OR LIABILITIES. UNDER
NO CIRCUMSTANCES SHALL THE COMPANY BE LIABLE FOR SPECIAL, INDIRECT, INCIDENTAL OR CONSEQUENTIAL
DAMAGES, EXPENSES, LOSSES OR DELAYS HOWSOEVER CAUSED.

No statement, representation, agreement, or understanding, oral or written made by any agent, distributor, representative, or employee
of the Company which is not contained in the Warranty will be binding upon the Company unless made in writing and executed by an
officer the Company.

This warranty shall not be effective as to any claim which is not presented within 30 days after the date upon which the product is
claimed not to have been as warranted. Any action for breach of this warranty must be commenced within one year after the date upon
which the cause of action occurred.

Any adjustment made pursuant to this warranty shall not be construed as an admission by the Company that any product was not as
warranted.

BB–58 R 5/98 COPYRIGHT© 1999 Gardner Denver, Inc.

13-3-615 Page 40
 For additional information contact your local representative or
Gardner Denver, Inc.
1800 Gardner Expressway, Quincy, Illinois 62305

Telephone: (800) 682-9868

FAX: (217) 224-7814
Specifications subject to change without notice.
Copyright © 2011 Gardner Denver, Inc. Litho in U.S.A. Visit our Web Site: www.gardnerdenver.com