Technical Information Bulletins Ajax # 010717

Technical Information
Bulletin # 010717
July 17, 2001
Subject: Tilt Muffler Positioning

Moving the Muffler from the Transport Position to the Operating Position
1) During the repositioning, the muffler pivot pin should stay centered in bottom of
cradle during muffler rotation. Apply oil, grease or WD40 to the pivot pin/cradle
interface to minimize the pivot pin “climbing” the cradle wall.
2) Remove the bolt, flat washer and nut that hold the muffler and winch stand together.
Put the flat washer and nut back on the bolt for future use.
3) Rotate the winch handle counterclockwise (looking from unit cooler side) to lower
the muffler.
4) With the muffler in the vertical position, loosen the four cradle tie down bolts. Align
the muffler’s inlet pipes to the exhaust line flanges by adjusting the four cradle
jackscrews.
5) Remove the transport supports (2 pieces of 2x4) from between the cradle and skid.
Keep the transport supports for future use.
6) Bolt the muffler flanges and exhaust line flanges together. Use the appropriate
gaskets to assure a leak free joint.
7) Disconnect the tie bar between the muffler counterweight and muffler base. (It is
only necessary to disconnect the end at the base.) Fasten the bolt and nut to the
base for future use.
8) Lower the muffler base to the ground by loosening the top nut on each of the three
pieces of all thread. Snug up bottom nuts.
9) Loosen the top nut on each of the three pieces of all thread. Tighten the bottom nuts
enough to ensure muffler is supported by the base. Tighten the top nuts. Snug up the
two supports between the muffler inlet pipes and its base.
10) Remove the retaining strap that goes over pivot pin. Keep the strap and bolts for
future use.
11) Lower the cradle to the skid via the jackscrews.
12) The muffler is ready for operation.
13) During unit warm up, check the muffler base to insure it is supporting the weight of
the muffler. Repeat steps 8 and 9 if required. Recheck base periodically to assure
that it is supporting the muffler’s weight.
Page 1 of 3
Moving the Muffler from the Operating Position to the Transport Position
1) Allow the muffler and exhaust lines to cool down.
2) Raise the cradle up via the four jackscrews to almost touching the muffler pivot pin.
Align the cradle parallel with the pivot pin, and also have the pivot pin centered in
bottom of cradle.
3) Ideally the muffler pivot pin should stay centered in bottom of cradle during muffler
rotation. Apply oil, grease or WD40 to the pivot pin/cradle interface to minimize the
pivot pin “climbing” the cradle wall.
4) Adjust the cradle height via jackscrews so that “some load” is transferred from the
pivot pin to the cradle.
5) Tighten the cradle’s four tie down bolts securely.
6) Bolt the retaining strap in position over the pivot pin.
7) Rotate the winch handle clockwise (looking from unit cooler side) to put a “little”
tension on the winch’s cable.
8) Loosen the two supports between the muffler’s inlet pipes and base.
9) After loosening the bottom nut on each of the three pieces of all thread, raise the
muffler base by tightening top the nut on each of the three pieces of all thread. If the
tie bar is hanging from the muffler’s counterweight, swing it up, out of the way,
to prevent it from hindering the raising of the base.
10) Connect the tie bar between muffler’s counterweight and muffler’s base.
11) Tighten the bottom nut on each of the three pieces of all thread. Make sure that the
top nuts are tight. Snug up the two supports between the muffler inlet pipes and base.
12) Remove the muffler flange/exhaust line flange bolts. Keep bolts and nuts for future
use.
13) Rotate the winch handle clockwise (looking from unit cooler side) to raise the muffler
slightly. Remove the exhaust line gaskets. Continue raising the muffler to the
transport position.
14) Install the bolt, flat washer and nut that hold the muffler and winch stand together.
The bolt, flat washer and nut should be attached to a chain on the winch stand.
15) Slide the two 2x4 transport supports between the cradle and skid. Lower the cradle
onto the transport supports via the jackscrews. Tighten the four cradle tie down bolts
securely.
16) Use transport-grade load binding equipment to secure the muffler to the main unit
skid or the truck bend prior to transporting.
Page 2 of 3
Muffler/Winch Cable Attachment
If it becomes necessary to replace the connection between winch cable and muffler, the
following is required.
1) A piece of 3/8” x schedule 80 pipe must fit snugly between the muffler prongs.
2) The contact surface for both muffler prongs and pipe ends must be free from
lubricants.
3) The 3/8” bolt must be Grade 5 minimum and torqued 25 to 30 Ft – Lbs.
Page 3 of 3
Bulletin # 010911
Revised November 7, 2001
Subject: Gas Injection Valve Cartridge – Installation, Application, & Identification
Rebecca® fuel valve cartridges are available for LE, non-LE, AEGIS 2000,
or lay shaft engines.
Installation
1. The cartridge is to be tightened to 110 lbs-ft in the lower housing body. Use of
thread lubricant should not be necessary. However, a small amount of crankcase
oil can be utilized to assure good thread contact and transfer of force to the
cartridge-to-body gasket. Do not use a thread lubricant with nickel, graphite,
molybdenum, or other friction reducing compounds.
2. Verify that the gasket on the set screw's jam nut is in good condition. Then,
tighten the set screw to 10 lbf-ft. Tighten the set screw's jam nut to hold the
screw and cartridge in place. Do not use a thread sealant/adhesive on these
threads.
3. (For AEGIS 2000 engines only) The valve's lift should be 0.150". This is
determined by mechanically depressing the plunger assembly in the assembled
valve, and measuring how far the valve's head extends from the closed position.
This is typically done with the valve assembly held in a vice, and a magnetic
base dial indicator positioned at the valve head. Use shim pack p/n 027-114 to
attain the 0.150" ± 0.003" lift.
4. Use gasket p/n A-2569 between the plunger housing and lower body.
1
Application & Identification
Use the following tables to determine the part numbers for:
Injection Valve Assembly

Lower Injection Valve Assembly
Rebecca® Cartridge Assembly
Injection Valve Assembly Part Number
AEGIS 2000 Engine Lay Shaft Engine

LE YAE-5100-B YAE-5100
Non LE YAE-5100-C YAE-5100-A
Lower Injection Valve Body Sub-Assembly Part Number

Item 10 of Injection Valve Assembly

LE YAE-5099-3 YAE-5099
Non LE YAE-5098-Z-1 YAE-5098-Z
Replacement Cartridge Assembly Part Number

Item 2 of Lower Injection Valve Body Sub-Assembly

YAE-5099-2 YAE-5099-1
(w/spring BM-10869-A) (w/spring BM-10869-B)
spring free length = 2 9/16 spring free length = 2 7/8
spring color: black w/white stripe spring color: black
See the attached pages for assembly drawings of the four different complete gas
injection valve assemblies, and the two different Rebecca® cartridges.
2
Bulletin # 020326
March 26, 2002
Subject: Preventive Maintenance for DPC-2200 & DPC-2800 Series
Check the following WEEKLY, and correct or repair as necessary

Date: ___ - ___ - ____
lube oil reservoir for adequate level
lubricator oil level (drain accumulated water)
make sure each lube point is receiving oil at its terminus
crankcase oil level
record RPM ____
record intake air manometer reading ____
record main fuel gas pressure ____
record LE fuel gas pressure ____
hydraulic fluid level in gas injection tank (record any amount added) ____
coolant level (record any amount added) ____
record EJW and CJW temperature ____ ____
record exhaust temperatures, adjust if êT is greater than 40°F ____ ____ ____ ____
record compressor discharge temperatures ____ ____ ____
hot compressor valves, repair as needed
record operating process gas pressures ____ ____ ____
record VVP settings for operating conditions, adjust if necessary ____ ____ ____
walk around the compressor and note abnormal vibration or sounds,
and gas or liquid leakage
Check the following MONTHLY (or 800 hours), and correct or repair as necessary
Date: ___ - ___ - ____
perform weekly maintenance
check safety control panel and fuel valve for proper operation and shutdown
panel mounted safety limit switches and set point values
unit mounted safety limit switches
compressor rod packing blow-by
drain oil from compressor distance pieces and record quantity ____ ____ ____
lubricate the throttle linkage
manually actuate scrubber and fuel filter dump valves
MONTHLY (or 800 hours) cont'd.
The compressor unit needs to be shut down and blocked in for the following:
clean or replace air filters
lubricate the water pump with one shot of grease/point
lubricate the cooler bearings with one shot of grease/point
lubricate the idler bearing with one shot of grease/point
inspect the belts for proper tension, replace if worn
clean debris from the cooler
drain the power cylinder scavenger ports and record quantity
clean or replace spark plugs and spark plug wires (gap the plugs at OEM specs)
clean the LE check valves and orifice nipples
inspect the LE fuel filter
tightness of external fasteners
frame to skid
compressor crosshead guide (to the frame and the skid)
compressor cylinder supports, adjust if necessary
compressor cylinder to crosshead guide
Check the following ANNUALLY (or 8000 hours), and correct or repair as necessary
Date: ___ - ___ - ____
perform weekly and monthly maintenance
change crankcase oil, clean the crankcase, inspect for metal, water, etc
Bump check rod bearings replace if necessary
clean the crankcase breathers, or renew replaceable elements
drain and clean the lubricator box
remove and inspect the fuel injection valves
crosshead-to-guide, and pin-to-bushing clearances, and record
internal fasteners for proper torque
piston rods for wear and scuffing
change rod packing if leakage is noted
remove and inspect compressor valves, inspect compressor cylinder condition through
the valve ports
remove, clean, and inspect mixer valves; assure a smooth, scratch-free seating area and
replace all the valve plates (reed strips) and springs
inspect power cylinders through fuel injection port and LE ignitor port
Check the following every 16,000 Operating Hours, and correct or repair as necessary
Date: ___ - ___ - ____
perform weekly, monthly, and annual maintenance
re-ring power and compressor cylinders
replace wiper and pressure packing
inspect pistons, rods and cylinders
inspect crosshead pins and bushings
inspect connecting rod and main bearings
Bulletin # 020718
July 18, 2002
Subject: Ajax Component Wear Limits

all 15” Bore x 16” Stroke (Includes DPC-180, -360, -600, -800, & 2800 Series models)
all 13¼" Bore x 16" Stroke (Includes DPC-115, -140, -230, -280, & 2200 Series models)
The following component dimensional specifications and wear limits should be used as a
guide for preventative maintenance programs for Ajax equipment. Problems can be
detected early before failures occur.
These specifications are based on data gathered from a broad range of Ajax installations
covering many decades of operating experience.
Specific unit performance and maintenance requirements may vary based on application
conditions and preventative maintenance practices.
Engine End Data

Item As New Limits Max. Acceptable
Up to 15.013,
15" Cylinder Bore 14.997- 15.001
Max .002 TIR
15" Piston Skirt Diameter 14.968 - 14.970 Down to 14.961
15" Piston-to-Cylinder Clearance .027 - .033 Up to .045
15" Piston Ring 1 & 2 Side Clearance .010 - .0125 Up to .015
15" Piston Ring End Gap .115 - .135 Up to .145
Up to 15.013,
13¼" Cylinder Bore 13.247 – 13.251
Max .002 TIR
13¼" Piston Skirt Diameter 13.220 – 13.222 Down to 13.213
13¼" Piston-to-Cylinder Clearance .025 - .031 Up to .045
13¼" Piston Ring 1 & 2 Side Clr. .010 - .0125 Up to .015
13¼" Piston Ring End Gap .100 - .126 Up to .145
Piston Rod 2.497 - 2.500 Down to 2.495
Crosshead Guide 12.000 - 12.002 Up to 12.004
Crosshead O.D. 11.987 - 11.989 Down to 11.985
Crosshead-To-Guide Clearance .009 - .013 Up to .016
*Note: determine the minimum clearance by passing the thickest feeler gauge
possible over the top of the crosshead to project out the opposite side. Then slide the
gauge along the entire length of the crosshead-to-guide fit.
Engine End Data (continued)
Conn Rod Pin Bushing I.D. 5.5044 - 5.5069 Up to 5.509
Conn Rod Side Clearance .010 - .026 Up to .029
Down to 5.4985
Crosshead Pin O.D. 5.4995 - 5.5000
Max .001 TIR
Crosshead-to-Pin Clearance .0044 - .0074 Up to .0085
Up to 7.507
Conn Rod Bearing Bore 7.503 - 7.505
Max .001 TIR
Down to 7.4975
Crank Pin O.D. 7.499 - 7.500
Max .0015 TIR
Crank Pin-to-Bearing I.D. Clearance .0044 - .006 Up to .0075
Main Brg. Journal O.D. 8.374 - 8.375 Down to 8.3725
Up to 8.3831
Main Bearing I.D. 8.3796 - 8.3816
Max .002 TIR
Main Journal-to-Bearing I.D. .0046 - .0076 Up to .0091
Main Bearing Thrust, .008 - .018 Up to .020
DPC-600, DPC-800, DPC-2803, DPC-2804 only
Layshaft Bearing Bore 1.502 - 1.503 Up to 1.504
Layshaft O.D. 1.498 - 1.500 Down to 1.497
Layshaft O.D.-to-Bearing Bore
.002 - .005 Up to .007
Clearance
Center Main Bearing I.D. on Twins 7.754 - 7.756 Up to 7.757
Crankshaft Journal on Twins 7.749 - 7.750 Down to 7.748
Center Main-to-Journal Clearance on
.004 - .007 Up to .0084
Twins
Compressor End Data

Cylinder Bore ** **
Piston Rings & Riders ** **
Piston-to-Cylinder Clearance ** **
** contact the Technical Support department at Ajax
Piston Rod, 2½" 2.497 – 2.500 2.495
Piston Rod, 2¼ " 2.249 – 2.250 2.2455
Crosshead-To-Guide Clr.* .011 - .015 Up to .018
Connecting Rod Pin Bushing I.D. 4.5035 - 4.5062 Up to 4.507
Crosshead Pin O.D. 4.4995 - 4.500 Down to 5.4985
Pin Bushing-to-Pin Clearance .0044 - .006 Up to .0066
Connecting Rod Bearing I.D. 7.503 - 7.505 Up to 7.506
Crank Pin O.D. 7.499 - 7.500 Down to 7.498
Crank Pin-to-Rod Bearing Clearance .0042 - .0066 Up to .008
Bulletin # 020718 r1
January 16, 2003

all 13¼" Bore x 16" Stroke (Includes DPC-115, -140, -230, -280, & 2200 Series models)
Engine End Data

Up to 15.013,
15" Cylinder Bore 14.997- 15.001
Max .002 TIR
15" Piston Skirt Diameter 14.968 - 14.970 Down to 14.961
15" Piston-to-Cylinder Clearance .027 - .033 Up to .045
15" Piston Ring End Gap .115 - .135 Up to .145
Up to 13.263,
13¼" Cylinder Bore 13.247 – 13.251
Max .002 TIR
13¼" Piston Skirt Diameter 13.220 – 13.222 Down to 13.213
13¼" Piston-to-Cylinder Clearance .025 - .031 Up to .045
13¼" Piston Ring End Gap .100 - .126 Up to .145
Piston Rod 2.497 - 2.500 Down to 2.495
Conn Rod Pin Bushing I.D. 5.5044 - 5.5069 Up to 5.509
Down to 5.4985
Crosshead Pin O.D. 5.4995 - 5.5000
Max .001 TIR
Up to 7.507
Conn Rod Bearing Bore 7.503 - 7.505
Max .001 TIR
Down to 7.4975
Crank Pin O.D. 7.499 - 7.500
Max .0015 TIR
Main Brg. Journal O.D. 8.374 - 8.375 Down to 8.3725
Up to 8.3831
Main Bearing I.D. 8.3796 - 8.3816
Max .002 TIR
Main Bearing Thrust, .008 - .018 Up to .020
DPC-600, DPC-800, DPC-2803, DPC-2804 only
.002 - .005 Up to .007
Clearance
.004 - .007 Up to .0084
Twins
Compressor End Data

Cylinder Bore ** **
Piston Rod, 2½" 2.497 – 2.500 2.495
Piston Rod, 2¼ " 2.249 – 2.250 2.2455
Bulletin # 020718 r2
August 24, 2004

all 13¼” Bore x 16” Stroke (Includes DPC-115, -140, -230, -280, & 2200 Series models)
Engine End Data

Up to 15.013,
15” Cylinder Bore 14.997- 15.001
Max .002 TIR
15” Piston Skirt Diameter 14.968 – 14.970 Down to 14.961
15” Piston-to-Cylinder Clearance .027 - .033 Up to .045
15” Piston Ring 1 & 2 Side Clearance .010 - .0125 Up to .015
15” Piston Ring 3 & 4 Side Clearance .008 - .0105 Up to .013
15” Piston Ring End Gap .115 - .135 Up to .145
Up to 13.263,
13¼” Cylinder Bore 13.247 – 13.251
Max .002 TIR
13¼” Piston Skirt Diameter 13.220 – 13.222 Down to 13.213
13¼” Piston-to-Cylinder Clearance .025 - .031 Up to .045
13¼” Piston Ring 1 & 2 Side Clr. .010 - .0125 Up to .015
13¼” Piston Ring 3 & 4 Side Clr. .008 - .0105 Up to .013
13¼” Piston Ring End Gap .100 - .126 Up to .145
Piston Rod 2.497 – 2.500 Down to 2.495
Crosshead Guide 12.000 – 12.002 Up to 12.004
Crosshead O.D. 11.987 – 11.989 Down to 11.985
Conn Rod Pin Bushing I.D. 5.5044 – 5.5069 Up to 5.509
Down to 5.4985
Crosshead Pin O.D. 5.4995 – 5.5000
Max .001 TIR
Up to 7.507
Conn Rod Bearing Bore 7.503 – 7.505
Max .001 TIR
Down to 7.4975
Crank Pin O.D. 7.499 – 7.500
Max .0015 TIR
Main Brg. Journal O.D. 8.374 – 8.375 Down to 8.3725
Up to 8.3831
Main Bearing I.D. 8.3796 – 8.3816
Max .002 TIR
Main Bearing Thrust,
r2> DPC-600, DPC-800, DPC-2803, DPC-2804 only
.010 - .020 Up to .022
.002 - .005 Up to .007
Clearance
.004 - .007 Up to .0084
Twins
Compressor End Data

Cylinder Bore ** **
Piston Rod, 2½" 2.497 – 2.500 2.495
Piston Rod, 2¼ " 2.249 – 2.250 2.2455
Bulletin # 030717
July 17, 2003
Subject: lubrication monitor DLM-926PM
Ajax began using divider block lubrication system as standard equipment for all production units
during the 3rd quarter of 2002.
Part of this system is a digital electronic monitor that provides two main operational features:
1) safety shutdown sensing for low flow rate to either engine or compressor sections of the system,
2) displays the lube rate for both the engine and compressor sections.
Several operational enhancements have occurred since the monitor’s introduction:

a) temporary power method for configuration
b) display scroll lock during lube rate adjustment
c) printed circuit board ground jumpers added
d) redundant electrical grounding recommendation
Temporary Power:
For ignition voltage powered DLM-926PM monitors, a 9V battery can provide sufficient power to
check the configuration values in its memory. A RadioShack® 9V battery connector with leads,
their 270-324 (or equivalent), allows easy connection of the battery to the monitor. Be certain to
disconnect the ignition power wiring during this operation.
Display Scroll Lock:

Beginning with monitor s/n 00922, the automatic scrolling feature of the display can be disabled.
This feature is helpful when the lube pumps are being adjusted to attain a specific rate.
When the desired screen is displayed, press the UP button.
To resume scanning press the EXIT button.
Using this feature does not affect the low flow rate detection function.
Printed Circuit Board Jumpers:

Beginning with monitor s/n 00863, on-board jumpers are available to choose between an
isolated electrical ground (floating), or an instrument case electrical ground.
The input power terminal should be connected to case ground with the jumper, and if
Normally Open safety shutdown logic is used, the output switch contacts should also be
connected to case ground via its jumper.
See the accompanying Deliron drawing 551-1 for details.
Redundant Electrical Ground:

Digital electronic equipment is quite sensitive to power quality. A poor electrical ground, or
a deteriorated electrical ground connection can cause erratic operation, intermittent operation,
or a total interruption of operation of digital electronic instrumentation.
Connect a ground wire from the PN 632 Power Interface Module’s 6-24V output negative
terminal (-) to the control panel’s ground. Also, assure that the control panel is securely grounded
to the engine. See the accompanying Deliron drawing 551-1 for details.
ALARM COMPRESSOR
100-180 volts pulsating
G lead Ignitions system
ALARM ENGINE
Preferred grounding point

6-24 VOLTS Note: N.O. mode only
7 8 9 10
- JUMPER TO CONNECT
ONE SIDE OF ALARMS
+ TO CASE GROUND
1
(+)
POWER (POS) (-)
POWER (NEG) 2
PN 632 Power Interface Module
3 4
5 6
PROXIMITY SWITCH ENGINE

Jumper to connect YELLOW
Chassis gnd power neg to
case ground YELLOW
NOTE: INSURE THAT GREEN CONNECTED
TO YELLOW ALWAYS CONNECTS TO GREEN
TERMINAL 5.
Alternate grounding point
PROXIMITY SWITCH COMPRESSOR
YELLOW
YELLOW
NOTE: INSURE THAT GREEN CONNECTED
TO YELLOW ALWAYS CONNECTS TO GREEN
TERMINAL 3.
NOTE: GREEN WIRE INTERNALLY

CONNECTED TO PROXIMITY SWITCH
HOUSING
DWG#: 551-1 DWG NAME: WIRING DETAIL DLM926 DATE: 07/09/2003

File: C:\drawings\551-1 WIRING DETAIL DLM926.DC
Revisions 0
Dwg Not to Scale
Num. Date:
W.I.Part# DELIRON MFG.
1300 N. Texas CONTACT: LARRY RITCHIE
915-337-3412
Odessa, Tx 79761 FAX: 915-335-5926
email@noflo.com
Material: Aprd. By: Date:

Tolerance: Dwg. By: Date:
Bulletin # 031013
October 13, 2003
Subject: Setting a portable Ajax compressor
Ajax compressors with a concrete filled skid or separate concrete filled base can be set directly
onto the ground.
Before setting the portable compressor the site must be:

a) analyzed for its load bearing capacity, and
b) have a sand-filled, level, rectangular pit
The rectangular pit’s length and width is illustrated in Figure 1. Its depth depends upon the
height of the skid’s I-beam. Conventional depth is ¼ of the beam’s height plus 6” for the sand
pad. For example, if the main skid beam is 12”H, then ¼ x 12” = 3”, plus 6” of sand = 9” deep
pit. Also, it must be level and well drained.
After the sand is put into the pit, arrange a trough beneath the crankshaft area of the skid. Its
dimensions should be 3” deep, 2’ either side of the crankshaft center line, and the width of the
pit. This will allow any discontinuities on the skid’s bottom to be supported by sand as it
migrates to fill voids during engine operation.
Crankshaft Centerline
Skid Footprint
Trough Beneath
Crankshaft Area
Sand Pad
Figure 1
After the compressor package is set on the sand pad and leveled, put additional sand along the
full length of the skid’s outside runners. The top of the ramped up sand should be halfway up the
height of the skid runner as illustrated in Figure 2
After the compressor starts running, the “energy” of the skid will pull the sand under the skid –
filling voids and building up a dense and reliable foundation. Care must be taken to maintain a
supply of sand to the areas from which it migrated under the skid.
This process should allow the compressor package to “settle in” and produce a smooth running
unit.
Skid Runner
Sand
Ramp
6”+ 1/4 H
H
Ground
1/2 H 6” Sand Pad
Figure 2
Setting the compressor upon a sand pad that is not below grade (Figure 3) is not recommended.
The sand can easily wash or migrate away from beneath the compressor.
Figure 3
Bulletin # 031104
November 4, 2003
Subject: Hydraulic Fuel Injection System
a) Potential Fire Hazard
b) Purging Procedure
c) Recommended System Modifications
A potential fire hazard exists on Ajax engines with hydraulic fuel injection:
1) An incorrect purging procedure can allow hydraulic fluid to

contact a hot exhaust pipe and ignite. Use the following procedure:
Hydraulic System Purging Procedure:
1. Shut the engine off.

2. Pressurize the hydraulic reservoir to 15-20 psig.
3. Open the flow control valve (at control box) for the gas injection valve line to be purged.
4. Connect a 10”-12” length of clear plastic 3/8” hose to the bleed valve.
5. Slowly open the bleed valve while directing purged fluid and bubbles into a clean container for reclamation.
6. After the fluid runs without bubbles, close the bleed valve.
7. Close the flow control valve at the control box.
8. Check the reservoir’s fluid level. Be certain to depressurize the reservoir before replenishing the fluid.
Note
Use Ajax® hydraulic fluid p/n YAE-2150-2.
Do not use other fluids.
2) A damaged purge valve assembly can allow hydraulic fluid to leak and contact a hot
exhaust pipe and ignite .
As seen in Figure 1, the bleed valve is assembled to the cap of the injection valve by use of a
pipe nipple and pipe tee. These assembled parts can be bumped and damaged when servicing
adjacent components such as cylinder heads. The pipe nipple can also be damaged if the gas
injection valve assembly is mishandled during servicing.
Traditional bleed valve location for

purging of the hydraulic injection system.
Figure 1
As seen in Figure 2, relocation of the bleed valve to the topmost part of the gas injection valve
minimizes damage potential, and permits more efficient purging of the hydraulic system.
Relocated bleed valve Bend tubing to 45º for

for improved purging optimum fluid flow and
of the hydraulic vibration resistance
injection system.
Clear plastic 3/8” hose

temporarily connected
Figure 2 for purging the system.
Convert to the current design by replacing the injection valve’s cap with the current design.
A parts kit for the conversion is available, or individual pieces can be specified. See the
appropriate table below for a kit P/N or the individual P/Ns.
See Figure 2 for a typical installation of the current design.
“Top Purge Conversion Kit”

(one per Gas Injection Valve)
p/n: SPEC 7456-S p/n: SPEC 7456-SS

(steel valve & fittings) (ss valve & fittings)
Item Description P/N Qty Item Description P/N Qty
1 Valve Cap A-2565-F-4 1 1 Valve Cap A-2565-F-4 1
2 Bleed Valve BM-10936 1 2 Bleed Valve BM-16580-2 1
3 3/8 Tube x ¼ NPT BM-11573-S-6-4 1 3 3/8 Tube x ¼ NPT BM-11573-SS-6-4 1
Reducer, ¼ NPT(F) Reducer, ¼ NPT(F)
4 BM-21147-S-4-2 1 4 BM-21147-SS-4-2 1
x 1/2 NPT(M) x 1/2 NPT(M)
5 ¼ Tube Nut & Ferrules BM-21163-S-4 1 5 ¼ Tube Nut & Ferrules BM-21163-SS-4 1
6 3/8 Tube Nut & Ferrules BM-21163-S-6 1 6 3/8 Tube Nut & Ferrules BM-21163-SS-6 1
7 ¼ Tubing, 316SS BM-21071-2-035 4’ 7 ¼ Tubing, 316SS BM-21071-2-035 4’
8 3/8 Tubing, 316SS BM-21071-3-035 4’ 8 3/8 Tubing, 316SS BM-21071-3-035 4’
Bulletin # 040817
August 17, 2004
Subject: Main Bearing & Crankshaft Installation on DPC-2803 & DPC-2804 model series
Main Bearing Installation

Bearing halves are machined and packaged as a set (the half with through holes installed in the cap). To prevent
intermingling them from one boxed set to another, mark the flange edge of each matched half (the surface that also has the
etched p/n) with a letter or number that corresponds sequentially with the set’s location in the frame. For example, use a 1,
for the set used on journal #1, a 2, for journal #2, etc.
NOTE: journal #2 is always for the

combination main/thrust bearing.
Bearing halve
numbers
corresponding to
numbers on tie bars,
caps, and journals
DPC-2804 Series Main Bearing Installation
Prior to bearing installation, ensure that all main journal bores (saddles and caps) are clean, dry (no oil) and free of burrs. Be
certain that nothing is placed between the bearing back and the journal bore surfaces.
Place the bottom half of each bearing set in its assigned frame saddle, except the main/thrust bearing. (The main/thrust
bearing is installed after the crankshaft is located in place, and discussed later.) On the cap, be certain that the holes in the
bearing half are aligned with the cap’s dowel pins. (These are locating pins to assure correct placement of both halves
during the “torque down” of the cap. The pins do not prevent bearing rotation, that is done by proper fit and fastener
tightening.)
Each bearing half should fit snugly in its saddle or cap. If it must be forced into place, a problem exists. Remove it, and
check the mating surfaces for burrs and dimensional inconsistencies. Each bearing half must be square with its companion
saddle or cap. Use a feeler gauge to check the gap between the bearing’s flange and saddle or cap surface; a uniform gap
(± 0.002”of the gap) is expected
Page 1 of 4
Crankshaft Installation
Before the crankshaft is installed, wipe the installed bearing surfaces clean. Then apply a generous amount of oil on the
exposed surface of each bearing.
NOTE: It is very important that nothing (including oil) is between the bearing back and the surface
of the engine frame’s bearing bore (the saddle). It will cause insufficient clearance, and lead to
imminent failure
Lifting
sling #1 power throw
locations
#3 power throw
DPC-2804 Series Crankshaft Installation and Orientation

Cover the main bearing frame studs with PVC pipe, 1¼” x 8”L, to prevent damaging the crankshaft’s bearing journal
surfaces while it is lowered into position. Prepare your hoist and lifting slings to lift approximately 5,000 pounds. Adjust the
slings for a level lift of the crankshaft. Gently and evenly lower the crank squarely onto the bearings.
Note: the DPC-2804 crankshaft must be picked up via the #1 and #3 power throws only. This will allow the
counterweights and crank webs to clear frame structures while lowering the crankshaft.
counterweight for 2804s
1¼"x 8"L PVC pipe

saddle #2 without main /thrust bearing
Lowering the Crankshaft into the Frame
Page 2 of 4
Main/Thrust Bearing Installation
Install the main/thrust bearing after the crankshaft is setting on the other main bearings. Otherwise the bearing’s thrust
surfaces would be damaged if the crankshaft were slightly not square to the frame while lowering it into place.
The main/thrust bearing is to be “rolled” into place. Remember, do not allow oil on the back of the bearing or the saddle
surface. It may be helpful to have the crankshaft rotated very slowly during this process. Bearing installation/removal tool
p/n A-4676-3 (for DPC-2803s), or A-4676-4 (for DPC-2804s), can also be used.
Bearing Clearances
Crankshaft to bearing clearance of 0.004”-0.007” is most readily determined by use of blue Plastigage®. (See their
instructions for application details.) Place each prepared bearing cap on its appropriate frame location – do not tighten the
stud nuts, yet. Then, install the tie bars in their assigned locations, and tighten their cap screws to 260 lbs-ft torque. The
bearing cap stud nuts should next be tightened in a “zigzag” manner and in 90 lbs-ft torque increments to a total of 360 lbs-
ft torque.
Remove the tie bars, then remove the bearing caps, and measure the blue Plastigage®. If the required 0.004”-0.007”
clearance is not attained, disassemble and measure the component parts to determine a dimensional irregularity for
correction.
Plastigage® Measurement
Once the bearing to crankshaft clearances are acceptable, and the tie bars and bearing caps re-installed and retightened,
check the thrust for 0.010” to 0.020” clearance. If the required clearance is not attained, disassemble and measure the
component parts to determine a dimensional irregularity for correction.
Page 3 of 4
Crankshaft Web Deflection
After all of the bearing clearances are confirmed as acceptable, measure the crankshaft’s power throw web deflections.
Place the dial indicator (Starrett # 900-728, Ajax P/N 111-355) as shown below. The limit for total indicator runout (TIR)
for a full crank revolution is 0.0010” maximum without the flywheel installed. If the flywheel is installed, power throw #1
is permitted 0.0013” TIR maximum.
Page 3 of 4
3-Throw Crankshaft Deflection Gauge

P/N 111-355
4-Throw Crankshaft
Compressor Pins, Center Main, for 3- and 4-Throw Crankshafts
Refer to Ajax engineering standard ES 4025 for details for measurement techniques and details, and a sample report form.
Page 4 of 4

Technical Information Bulletins Ajax # 010717

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Technical Information

Subject: Tilt Muffler Positioning

3) The 3/8” bolt must be Grade 5 minimum and torqued 25 to 30 Ft – Lbs.

Subject: Gas Injection Valve Cartridge – Installation, Application, & Identification

Use the following tables to determine the part numbers for:

Injection Valve Assembly

Injection Valve Assembly Part Number

AEGIS 2000 Engine Lay Shaft Engine

Lower Injection Valve Body Sub-Assembly Part Number

AEGIS 2000 Engine Lay Shaft Engine

Replacement Cartridge Assembly Part Number

AEGIS 2000 Engine Lay Shaft Engine

Subject: Preventive Maintenance for DPC-2200 & DPC-2800 Series

Check the following WEEKLY, and correct or repair as necessary

Subject: Ajax Component Wear Limits

Engine End Data

Compressor End Data

Subject: Ajax Component Wear Limits

Engine End Data

Compressor End Data

Subject: Ajax Component Wear Limits

Engine End Data

Compressor End Data

Subject: lubrication monitor DLM-926PM

Several operational enhancements have occurred since the monitor’s introduction:

Display Scroll Lock:

Printed Circuit Board Jumpers:

Redundant Electrical Ground:

Preferred grounding point

PROXIMITY SWITCH ENGINE

NOTE: GREEN WIRE INTERNALLY

DWG#: 551-1 DWG NAME: WIRING DETAIL DLM926 DATE: 07/09/2003

Material: Aprd. By: Date:

Subject: Setting a portable Ajax compressor

Before setting the portable compressor the site must be:

1) An incorrect purging procedure can allow hydraulic fluid to

Hydraulic System Purging Procedure:

1. Shut the engine off.

Traditional bleed valve location for

Relocated bleed valve Bend tubing to 45º for

Clear plastic 3/8” hose

See Figure 2 for a typical installation of the current design.

“Top Purge Conversion Kit”

p/n: SPEC 7456-S p/n: SPEC 7456-SS

Main Bearing Installation

NOTE: journal #2 is always for the

DPC-2804 Series Main Bearing Installation

DPC-2804 Series Crankshaft Installation and Orientation

counterweight for 2804s

1¼"x 8"L PVC pipe

Lowering the Crankshaft into the Frame

3-Throw Crankshaft Deflection Gauge

Compressor Pins, Center Main, for 3- and 4-Throw Crankshafts

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