MD6540 Mechanical Training

Topic 5 Engine, Drive Train and Compressor

Gordon Mosher
November 2018

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 COMPRESSOR Power Train
3600CFM
100PSI
The Power train for the SKL consists of four
COMPRESSOR
main components:
DRIVE
“Centamax” • Turbo charged and after cooled Detroit (MTU)
Diesel Engine Coupling 16V2000 engine producing 1205hp at 1800rpm,
with an electronically controlled fuel system,
1205HP
Or • Sullair (3600cfm Diesel) (Electric 3150CFM)
Electric Motor compressor producing 100psi service air
1200HP, 6600V pressure. The compressor is driven through a
Centamax coupling from the rear of the engine.
PUMP DRIVE
“Centaflex” • Pump drive gearbox, driven through a
Coupling Centaflex coupling from the front of the engine.

PUMP DRIVE • Hydraulic pumps driven through the output of

the pump drive box.

PUMPS
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 MD6540 Caterpillar Engine Servicing
The Caterpillar C2512 HD engine is rated at 957 KW or 1,283 hp. Engine crankcase
holds 98 approx. 98 liters of oil. The engine oil level must be checked at the
beginning of every shift.

The engine has 3 Oil filters which need

to be changed regularly along with two
Air cleaning filters, and a Primary
Fuel Filter and 2 fuel filters. For servicing and
maintenance schedules see Topic 10.

NOTE: Engine oil level MUST

be checked at the beginning
of each shift on the dip stick

Engine Oil
Filters Fuel filters
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 MD6540 Caterpillar Engine Servicing

Engine oil level dip stick

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 Pump Drive.
• Centa-flex Coupling

Drive Shaft
Mounting Bolts

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 Pump Box Drive -
Centaflex Coupling
The MD6540 uses a Centaflex universal joint shaft or driveline. The Centaflex universal
joint shaft are very versatile, very flexible, free of backlash and wear couplings. They dampen
noise, torsional vibration and shocks. All new tightening screws have an adhesive applied, if
screws are reused and extra adhesive is required, use products such as Loctite sparingly as
they can breakdown the rubber element (No Loctite is allowed to touch the element)

The four main

components are: NOTE:
Although it
(1) Adaptor may be
difficult
Flanges
due to lack of
Pump access, it is
(2) Centre Drive imperative
Flanges box Engine that the
CORRECT
(3) Rubber TORQUE
Element (370ft/lbs) is
reached when
tightening the
(4) Tube
bolts.
Assembly

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 Pump Drive Gear Box
Auxiliary Pump Pump Drive Gear Box
Cooler
Breather
Fan Pump

Right
Tram/Feed
Pump

Dipstick

Left
Tram/Rotation
Pump

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 Pump Drive Gear Box
Oil Fill Point

Oil level
plug

Temperature Transducer Input Shaft

Assembly

Modified input
Output Pump Drives assembly

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 Pump Drive Gear Box

The “Funk” boxes used in the MD6540 have a center input shaft and are 1:1.1428
up-speed speed ratio 1800rpm input – 2057rpm output. The MD6540C has a
1:1.307 Up-speed ratio (1500rpm input – 1960rpm output) All the bearings are C3
ball bearings. Being C3 they have greater clearances. The bearings are a press fit
onto the gear shaft and are a sliding fit for the outer race into the housing. The
outer race and the housing fit quite easily together and are a loose fit. DO NOT
LOCTITE THE OUTER RACE OF THE BEARING IN. They are designed and
must be a loose fit. The outer race must be allowed to float. Once in operation the
outer race will expand from the heat to fit the housing perfectly.
The “Funk” box takes 13 litres of 85/140 gear oil. See Topic 10 for the servicing
and maintenance scheduling. In harsh operating conditions it is advisable to
change the Pump Drive oil @ 250hrs, this will prolong bearing and component life
The gearbox box oil level MUST be checked at the beginning of every shift. This
will be checked on the dipstick and filled as required. See previous slide.
Note: If Pump Drive box is ever removed, it is critical that when re-
installed the Centaflex driveline is aligned properly prior to final
tightening of Pump Drive mount bolts.
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 Pump Drive Gear Box

The Pump Drive Gear Box is fitted with a Temperature Transducer to monitor the
oil temperature in the gear box. An alarm will occur on the drill monitor when the
oil temperature reaches 95C and will shut the machine down at 101C.

Pump Drive Gear Box Temperature Transducer

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 Sullair Compressor
and Controls

3600cfm Compressor @ 100psi Service Air pressure

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 Compressor Drive Coupling

The compressor is driven off the rear of the engine via a

Tensional Drive Coupling. The coupling consists of a
rubber element, a flange, and taper-lock bush.
Visual inspection of the coupling can be viewed through
an opening in the Bell Housing adaptor plate. The
coupling is to be inspected/viewed each scheduled
service interval, with attention to signs of any movement
of the coupling on the shaft, also any signs or fatigue or
failure of the rubber element. Usually no other service
is required other than replacement of the rubber
element when it is worn out. Service life of the element
is 5000hrs under normal operating conditions.

Note: Contact with oil on the rubber element will

significantly reduce the service life of the
element

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 Sullair Compressor Drive
Compressor Alignment
Flywheel Housing
To align Compressor to Engine,
shim compressor so as when the
top of the two housings touch
Flywheel Centamax together, and the compressor is
Coupling bolted down tight, then ensure there
is equal distance on both sides of
the housings and 0.002” gap
Compressor between the two housings at the
Drive Shaft bottom. Mounting bolts can then be
Drive Taper lock tightened symmetrically around bell
Adaptor housing.
adaptor
Plate bush

Compressor
Housing

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 Compressor

In order to provide compressed air to the drill bit and for auxiliary air to operate
other functions, the MD6540 is fitted with a single-stage, low pressure, positive-
displacement, oil flooded-lubricated type air compressor located behind the
engine. The compressor operates in association with the separator / receiver tank
to provide compressed air 3600cfm @ 100psi.

Air compressor - The compressor consists of two rotors, a male and female rotor.
As the rotors turn, air is drawn into the compressor from the air inlet. At this this
stage the air is compressed, before being discharged into the receiver tank via the
discharge hose.
Upon start up and during operation, compressor oil is injected into the compressor
unit from the separator tank via the cooler, and is mixed directly with the
compressing air. Oil is actually pushed from the separator tank by air pressure to
the compressor, therefore

In Order To Provide Oil To The Compressor There Must Be Air

Pressure.
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 Compressor

Air End

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 Compressor

Compression Cycle
1 2
Discharge

Suction

Rotors Mesh Sealing Rotation Reduces Size of

Compression Chamber Compression Chamber
3 4

Continued Reduction of Compression Chamber

Compression Chamber Discharged Into Receiver
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 Compressor Oil
When operating, compressor oil is injected into the compressor unit from the separator tank
and is mixed with air. Oil is actually pushed from the separator tank by air pressure the
compressor, therefore in order to provide the lubricating oil to the compressor, there must be
air pressure.

The Compressor oil has three main functions:

1) The oil acts as a Coolant by controlling the rise of air temperatures normally associated
with the heat of compression.
2) The oil acts as a Lubricating film between the rotors, allowing one rotor to directly drive
the other rotor, which acts as an idler. The oil also lubricates the rotor bearings.
3) The oil Seals the leakage path between the two rotors, allowing the air to compress. Oil
cannot be compressed, therefore as the air and oil pass through the rotors the air is
compressed. This compressed air mixed with droplets of oil, is pushed into the receiver tank
However the compressed air cannot be used until the oil has been separated out of it. This
separation occurs in the receiver tank, (see separator tank).The compressed air / oil mixture
passes from the compressor to the receiver tank via the discharge hose.

When measuring the temperature of the compressor, there will always be a rise in
temperature from the inlet end of the compressor to the outlet end due to the rising air
temperature of the compressing air. If the outlet end is hotter compared to the inlet end, it
would indicate that the bearings at the outlet end are failing.
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 Compressor Oil COOLS

Female
Rotor Male
Rotor

Stator

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 Compressor Oil
SEALS

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 Compressor Oil
LUBRICATES

Female
Rotor
Male
Rotor

Stator

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 Compressor
PURPOSES OF THE SHAFT SEAL - Keep Lubricant In - Keep Dirt Out
Mechanical Seal

Spring
Holder
Spring
Drive Ring
Mating
Ring Retainer
O-Ring Flexible
Primary Diaphragm
Sealing Ring

NOTE: Do not handle or touch the Mechanical shaft seal with Bare Hands, keep plastic
wrapping around seal, or use appropriate disposable type gloves. Failure to protect seal
from skin contact will result in premature failure of seal.
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 Compressor
Basic Cooling and Lubrication Circuit

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 Compressor
Discharge Check valve - The air/fluid mixture leaving the
compressor unit overcomes a spring loaded piston in the
discharge check valve, and flows into the separator/receiver
tank. On shutdown, back pressure will force the piston closed,
restricting flow back into the compressor unit. If the piston
does not fully close off the compressor discharge port on
shutdown, back pressure will force the rotors to turn in the
opposite direction of rotation, forcing air and oil out of the
compressor unit and wet the Inlet air filters.
Direction of Oil flow through
Discharge check valve when running
Discharge Check Valve
(Behind cover)

Compressor Compressor
Shutdown Running
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 Compressor
Compressor Discharge Temperature gauge and Sender - monitors the temperature of the
air /oil mix leaving the compressor. This gauge is located on the console inside the cab.
Compressor Discharge Temperature Switch – Shuts engine down at 250°F (121°C)
Compressor Discharge Temperature Transducer – Provide input for drill monitor readout
and fan speed output
Compressor Oil Pressure Transducer – Provide input for drill monitor readout and alarm
and shutdown set points.

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 Compressor
Discharge hose - The discharge hose is
bolted between two flanges running
between the compressor and the
separator tank. The discharge hose
transfers the compressed air / oil mixture
from the compressor to the separator
tank.
STAINLESS STEEL
COMPRESSOR
DISCHARGE PIPING

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 Compressor

• Receiver Tank

System Capacity
50G (189Litres)

Oil Level
Half Way in
the Top Sight
Glass

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 Compressor Separator
Dry Tank
Side Separator tank - This provides both a sump for the
compressor oil and a reservoir for the compressed air.
Inner Staples The tank separates the oil from the air by pushing the
Outer un-separated air through two separator filters, referred
Elements to as a “Dual” or “Nested” type separation tank. The
Wet need for the two filter system within the tank is due to
Side the high volume (3600cfm) of air/oil requiring
separation. The separated air remains on the “dry” side
of the filters ready for use. The other side of the filter is
referred to as the ‘wet” side.
The separated oil is forced to the bottom of the tank
by the air pressure, this also forces the oil back through
the circuit to the compressor via the thermal valve,
Safety Separator cooler pack and the main filter.
Valve
Tank Whenever the separator filters/elements is replaced
there must always be a staple in the gasket of the
element. This is to provide an earth in order to prevent
static electricity building up, and causing the
compressed oil / air mixture igniting. The element
comes with the staple in it, DO NOT REMOVE THIS
STAPLE.
Sight For further information on servicing of the separator
27Glasses
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filter and oil see Topic 10.
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 Compressor
Scavenge lines - as air/oil passes through the separator element, a small amount of oil will also pass
through the element and collect at the bottom. This needs to be removed or it will be discharged into the
service line, auxiliary air lines or out the blowdown valves. The oil is removed by the scavenge line. The
scavenge tubes pass through the tank lid and at set 3mm off the bottom of each separator element. The
tubes connect to a 1/4” hose which runs from receiver through a sight glass and a strainer before going
back to the compressor. Before entering the compressor the air / oil goes through an orifice (0.093”).

Scavenge line sight glasses - used to indicate the flow of fluid going back to the compressor unit,
from the fluid pick up in the receiver tank. When the compressor is running at full load, fluid flow should
be visible in this sight glass. Daily inspection of the sight glass while the compressor is running,
provides an indication of the separator elements condition. There should always be a small flow of oil
through the sight glass, approximately a 1/3 full. A sluggish flow at full load may indicate a need to clean
the scavenge line strainer and/or orifice. Full flow may indicate that the element is nearing failure.

Scavenge line strainer -. Is used to capture any fibrous material from separator element as well as
any other contaminant material. Excessive amounts of fibrous material may indicate that the separator
is starting to fall. The scavenge line strainer must be checked and cleaned every 500hrs.

Scavenge line orifice - Whilst running, the Orifice will minimise the volume of air being recirculated
from the receiver tank to the compressor and thus having to be re-compressed. The Orifice also
minimises the volume if air which continues to pass through the scavenge line from the Receiver Tank to
the Air End. A greater volume would cause oil mist to reach the Air Filters. The orifice on the inner
separator scavenge line is 0.031” and the orifice on the outer separator scavenge line is 0.093”.

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 Compressor
Scavenge Line Scavenge Line
Scavenge Line Strainers with Orifices Sight Glasses

Scavenge Line
Return Port

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 Compressor Minimum Pressure Valve

Minimum
pressure
valve

Minimum pressure / check valve. This is a 60 psi check valve which maintains the
minimum of 60 psi in the compressor receiver while operating. This prevents the receiver
from discharging all its air down the service air line before the compressor has a chance to
re-pressurise the receiver. Without the minimum pressure valve the sudden pressure drop
and re-pressurisation between the wet and dry side of the element would cause the element
to fail.
NOTE: when working down stream from the minimum valve, pressure may be trapped
between the minimum valve and the main air valve. It is therefore necessary to manually
vent this pressure by disconnecting the hydraulic cylinder from the main air ball valve, and
operating the ball valve manually, venting the air out through the drill string.
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 Minimum Pressure Valve
Quad (seal) Valve Make-up
Ring

Below 60psi valve Above 60psi valve shifts and

restricts air flow allows air flow
The Minimum Pressure valve, located on the dry side of the separator
element is used to ensure a minimum fluid pressure is maintained in
the system. The Minimum Pressure valve springs are designed to
resist pressure under 60psi. Pressure built up beyond 60psi flexes the
piston spring, raising the piston within the housing, allowing air flow to
the service line.
If the Quad ring on the piston is worn or damaged, air could leak by
the piston not allowing full discharge pressure to be achieved. If this
situation occurs a Vent Orifice located on the housing lid is
incorporated to relieve pressure from behind the minimum pressure
valve piston. If the Vent Orifice is restricted, pressure could become
trapped behind the piston, once again not allowing it to open.
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 Compressor
Thermal By-pass Valve
To By-pass Check Valve 65psi
Compressor
unit via main
oil filter By-pass
Tube
B C

A To the
compressor
oil cooler
pack
From the
compressor
oil cooler From Receiver
pack tank
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 Compressor

Thermal by-pass valve - the compressor oil passes from the separator tank, up
through the spear in the receiver tank, and through the thermal by-pass valve
before passing through the filter to the compressor. Once oil temperature has
reached 88°C (190°F), the thermostat shifts and allows oil flow into the oil
coolers before passing through the filter and onto the compressor.
The thermal valve is designed to maintain operating temperature, and is used for
fast warm-up at start-up and to eliminate condensation during operation
The thermal valve porting (A,B and C.) is clearly marked on the valve. The port
labelling has been cast into the valve housing itself.
A quick test to ensure that the thermal valve is working properly once the
compressor is running at operator temperature, is by measuring the temperature of
the four hoses which run from the thermal valve. The hose from the compressor
receiver tank and the hose to the cooler should be the same temperature. The
hose from the cooler and the hose to the compressor oil filter should also be the
same temperature but approximately 10°-15° C cooler than the the other two.

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 Compressor
Thermal By-pass
Valve

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 Compressor
Thermal By-pass Valve (Typical) From Receiver
Tank
As Oil Temp Rises “Expanding
Wax” forces Valve to open
Redirecting oil path to Cooler

Test port to
cooler
From cooler and to
compressor are a
To cooler
common gallery
gallery

Test port,
from cooler

From cooler Internal Check Valve (65PSI)

protects system if Cooler
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 Compressor
Thermal By-pass Valve
From Receiver Cold – Thermal valve allows
Tank reduced flow through cooler
to prevent Thermal shock
damage to cooler when it
fully opens.

To
compressor

From cooler Internal Check Valve

protects system if Cooler
36
becomes blocked
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 Compressor
Thermal By-pass Valve
From Receiver Hot – Thermal valve
Tank opens to allow full flow
through cooler at 88ºC
(190ºF).

To
compressor

From Cooler Internal Check Valve

protects system if Cooler
37
becomes blocked
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 Compressor

Oil
Filter

Filter restriction indicator,

Compressor Oil Filters 25 psi differential pressure
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 Compressor Oil Filter

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 Compressor Oil filter

1. Head
2. M2-Visual auto reset/25psi
4. E2-Electrical/Visual 25psi
w/DIN connection
6. Bypass Valve
7. Element
8. Bowl
9. O-ring
10. Drain Plug - SAE-4

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 Compressor
Oil Stop Valves

Oil Stop Valves

Compressor oil flows from the compressor oil filter, through the oil stop valves, through
a manifold and onto the compressor to lubricate its various parts, such as bearings.
The oil stop valves are normally closed and are piloted open at start up. Their pilot
comes from the discharge of the compressor. When the compressor first starts up the
air pressure created pilots open the oil stop valves and allows flow through to the
compressor. Therefore in order to provide the oil needed for lubrication, air pressure is
needed.
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 Compressor

• Oil Stop
Valve

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 Compressor and Controls
Butterfly Inlet with Control cylinder

1. Compressor Inlet
2. Control Cylinder
3. Stop Screw
4. Vent Orifice 0.062”

The purpose of the

compressor control
system is to regulate
the compressor air
intake to match the
amount of compressed 4
air being used. The
inlet valve consists of a
butterfly valve
controlled by an air
cylinder.
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 Compressor and Controls
Butterfly Inlet (Typical) Butterfly CLOSED
Butterfly OPEN (Drilling mode) (Unloaded and Shut down modes)

Note. SKL 3600/100 Compressor inlet does not have a hole in the butterfly

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 Compressor and Controls
Inlet Control Cylinder

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 Compressor Regulation

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 Compressor Control

Compressor
Control Circuit

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 Compressor Regulation
Compressor Control Box

100psi

40psi

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 Compressor Control

Control Diagram

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 Compressor Control
Regulation

System Pressure regulator – This is a relieving type pressure regulator. It is connected between the
receiver and the inlet control cylinder. The regulator controls the receiver pressure by closing the inlet
valve when their settings are reached. When air pressure builds up to 100psi, flow is allowed through to
the inlet cylinder to close the Butterfly.

Inlet control cylinder regulator - this is a pressure reducing regulator which is set to 40 psi. It limits the
pressure from the receiver to Port 2 on the inlet cylinder to 40 psi when in the run mode .If the setting is to
high the compressor will be slow to unload when the flushing air is turned off and the receiver tank
pressure will ‘overshoot’ the regulator setting. If the setting is to low the compressor will be slow to load
when the flushing air is turned off and a delay will occur or the flushing air will be reduced.

System blow down valve (N.O.) - this is a 2-way normally opened (N.O.) valve that is piloted closed
from the same pilot line that opens the oil stop valve. When the compressor firsts starts up the system
blowdown is piloted closed which allows the receiver to build up pressure. When the compressor is shut
down the valve opens and vents any remaining receiver pressure. The system blowdown valve will stay
open until the compressor starts up again.

Running blowdown valve (N.C.) – this is a 2-way normally closed (N.C.) valve that vents excess
receiver pressure to atmosphere when receiver pressure reaches the regulator setting and the inlet is
closed. Because the inlet butterfly has a bypass valve, the compressor continues to make a small amount
of air, this excess volume must be vented to atmosphere.
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 Compressor Regulation
System Pressure Regulator

System pressure
regulator

The system pressure regulator is

a relieving type regulator so it is
normally closed and opens at its
setting to send air downstream to
close the compressor inlet.

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 Relieving Regulator

This Relieving or Back pressure regulator is used for controlling the System Pressure.
This regulator is Normally closed N/C (Fig 1) and its function is to “Relieve or Bleed off” as
the incoming supply air pressure approaches the mechanical spring setting of the valve. This
means that, as the increasing air pressure entering the valve becomes great enough to
“crack” the valve seat open (Fig 3), the valve will start and the continue to allow air to pass
through at a pressure directly relative to the pressure being supplied into the valve (Fig 4).
Example: The more air pressure supplied into the valve, the more the valve opens to relieve.
This occurs until the spring tension cannot compressed any further.

Fig 1 Fig 2 Fig 3 Fig 4

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 Compressor Regulation

Control and Spiral Valve Regulator

The Control and Spiral Valve regulators
are reducing regulators which are
normally open and close off when they
reach their setting downstream in order
to maintain a constant pressure
downstream.
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 Compressor Regulation

Control and Spiral Valve

Regulator

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 Reducing Regulator
The Reducing Regulator is used to set the control pressure to the inlet cylinder.
The regulator is normally open and will maintain the same pressure through the
valve (Fig 1 & 2) until such time as the pressure becomes high enough to overcome
the spring setting (Fig 3). Once this setting is reached the valve will begin to close
and modulate to maintain a constant pressure downstream (Fig 4).
Fig 1 Fig 2 Fig 3 Fig 4

OUT INLET

Note: If air is being expelled from the tell-tale

vent, this would indicate that the diaphram is
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 Compressor - Blowdown valves
System Blow down valve (N.O.) this is a 2-
way normally opened (N.O.) valve that is
piloted closed from the same pilot line that
opens the oil stop valve. When the compressor
firsts starts up the system blowdown is piloted
closed which allows the receiver to build up
pressure. When the compressor is shut down
the valve opens and vents any remaining
receiver pressure. The system blowdown valve
will stay open until the compressor starts up
again.

System Blow down Valve

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 Compressor Control
Running Blow Down Valve and Inlet Bypass Valve
If a Blowdown Valve is dismantled, check for the
following
(1) The gland nut is tight (item 7)
(2) The O-ring is OK on the poppet
assembly (Items 11)
(3) The springs are not broken (Items 6 and 12)
(4) The Cup seal is OK (Item 5)

Running Blow down Valve Inlet Bypass Valve Valve

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 Running Blow Down Valve
Running Blow down valve (N.C.) - this 2-way normally closed (N.C.) valve that
vents excess Receiver tank pressure to atmosphere when Receiver tank
pressure exceeds the set unload pressure during unloaded operation. Pilot
pressure to control the Running blowdown valve is governed by the system
pressure regulators, so this means that should the Relief valve on the Receiver
tank open and vent off excess receiver pressure
then the following checks need to be carried
out to determine if in fact the
Running Blowdown is faulty. Check Cup
that the system regulator is functional by Seal
confirming that pressure is present at
Gland
the rod end port of the Inlet Cylinder.
Tell-Tale
If the valve fails to vent at all, check: vent
O-ring
• Gland has not unscrewed
• Cup seal is clean and in good condition
(not by-passing) through Tell-Tale vent

Spring
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 Running Blowdown

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 Running Blowdown

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 Running Blowdown

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 Running Blowdown

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 Running Blowdown

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 Running Blowdown

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 Running Blowdown

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 Compressor Control

• Second Running Blow Down

Valve

The Second running Blow Down Valve

is a N.C. pilot operated valve which is
controlled by the Run/Tram Solenoid
Valve. It open to allow the compressor
system to run at a lower pressure when
tramming to conserve fuel.
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 Compressor Control
• Spiral Valve
System

Spiral Valve Movie

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 Compressor Control
• Spiral Valve
System

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 Compressor Control
• Spiral Valve
System

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 Compressor Control
Butterfly Inlet System Initial Set-up.
Procedure Perform steps 1–9 with machine shutdown and pressure relieved. Start at
step 10 for normal compressor setting.
1. Align air cylinder. Be sure cylinder is in line and rods are not bent or damaged.
2. Connect the rod eye of the cylinder to the butterfly control lever.
3. Mount the base of the cylinder to the cylinder support with the clevis brackets and pin.
4. Fully retract stop screw so the butterfly lever cannot contact it.
5. Pull the cylinder back away from the butterfly lever to ensure the spring inside the cylinder
will fully close the inlet. Thread the rod eye on to the cylinder further if necessary.
6. Install hose from the run/start solenoid to base of cylinder.
7. Install the hose from the system pressure regulator to the rod end port on the cylinder.
8. Using the stop screw, adjust butterfly inlet so it is just barely open, approximately 1/16 turn
after contact or 0.050 in. gap between the butterfly and housing.
9. Back out the reducing regulator (control pressure), system pressure regulator and fully
open the running blow down needle valve.
10. Disconnect the electrical plug from the tram solenoid valve.
11. Place compressor Start/Run valve in START position, and start machine and leave in low
idle and watch pressure build. Loosen running blow down outlet to muffler and verify when
blow down opens. Pressure should build to approximately 80 to 90 PSI (5.5 to 6.2 bar).
12. Turn the compressor Start/Run valve to RUN position.

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 Compressor Control
Butterfly Inlet System Initial Set-up.
13. Adjust control pressure reducing regulator to 40 PSI (2.7 bar).
14. Adjust the system pressure regulator to 100 PSI (6.9 bar).
15. Increase the engine RPM to high idle and check, re-adjust if necessary.
16. Adjust needle valve on running blow down exhaust so the receiver pressure is constant at 100
PSI (6.9 bar) and the inlet does not hunt open and shut at high idle with the blowing air off.
17. Idle down and shut the machine off.
18. Reconnect the electrical plug on the tram solenoid valve.
19. Restart the machine and leave in low idle
20. Observe the compressor receiver pressure when it stops rising after start up. The pressure
should be 65-70psi. It will rise slightly when high engine RPM is selected.
Note; Provided the system pressure regulator is set correctly;
1. A higher pressure indicates that the inlet valve stop is holding the butterfly open too far or the
second running blowdown orifice size has been reduced.
2. A lower pressure indicates that the 2nd running blowdown orifice requires reducing or the
butterfly stop requires turning in to hold the butterfly further open. In cold climates, the butterfly
must be closed as far a possible without jamming to allow the engine to start.
Maintenance
1. Keep linkage and area around inlet clean.
2. Be sure clamps are tight and rubber inlet boot has no tears or holes.
3. Grease the butterfly valve weekly at the grease fittings located at each end of the shaft.
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 Compressor Cooler
Compressor Oil Cooler
Compressor oil flows from the receiver tank through the thermal thermostat by-pass valve,
through a filter and then to the compressor. Once the thermostat temperature of 88°C
(190°F) is reached, the thermostat shifts and diverts oil from the receiver through the
thermal by-pass valve, through the cooler than back to the receiver.

Air Flow

Fan Motors

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 Coolers

Hydraulic oil cooler

Hydraulic oil flows from the fan pump through the hydraulic fan motors then
through a thermal by-pass valve then straight back to tank via the return filter until
65°C (150°F) is reached. The thermostat will then shift and redirect oil through
the cooler pack before going back to tank. If the cooler becomes blocked oil will
be redirected straight back to tank via the by-pass check valve. The by-pass
check valve like all check valves is a differential check valve and opens at 45psi
differential between the secondary and primary lines . The thermostat by-pass is
mounted at the bottom of the cooler pack.
When the engine is shut down, in order to prevent the inertia from the fan
draining the motor pressure line and causing the motor to cavitate, oil is diverted
from the cooler discharge (to tank line) back through the motor via the wind down
check valve, therefore ensuring positive charge on the inlet for the fan motor.

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 Basic Hydraulic Cooler System

AtAt
Operating
Start-up Temperature
“Cold” Thermal
C
Valve
A
B
Bypass Cooler
Check Valve Manifold

Hydraulic Heat Source

Tank
Motors

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 Mesabi aluminium Hydraulic and Compressor
Oil cooler - round type

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 Coolers
Engine cooler/radiator
Coolant is pumped though the engine by
the water pump located on the engine.
Once operating temperature is reached,
the thermostat in the engine shifts and
passes coolant through the radiators.
There is a sight glass on the side of the
radiator indicating coolant levels,
this must be checked at the beginning of
every shift.
The radiator cap or coolant fill point is
located on top of the engine radiator.
“Never attempt to remove radiator cap
when engine is hot or has overheated.”
Relieve the pressure in the radiator prior to
removing the cap.
This is best achieved by pressing the red button on the radiator fill cap.
The Cooling Fins require regular inspections for cleanliness

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 Mesabi Radiator

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 Air Cleaner Assemblies

Inner and Outer Air

Filters - Inspect seals Pre-cleaner Main Air-filter
and rubbers when compartment compartment
replacing filters
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 Air Cleaner Assembly

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 Air Filter Assemblies

Intake air to both the compressor and the engine passes through the air cleaner
assemblies. These assemblies consist of an inner and an outer disposable filter,
the assembly body and a cup or pre-cleaner dust hopper at the base of the air
cleaner assembly. The engine and compressor have one Air Filter assembly
each. Both the inner and outer filter must be replaced regularly, see Topic
10 for service scheduling.
Proper air cleaning servicing will result in maximum engine protection against the
ravages of dust, and can also save time and money by increasing filter life and
dust cleaning efficiency.
Air cleaner servicing must include
• an inspection of the air transfer ducts between the engine air cleaner and the
engine, and the compressor air cleaner and the compressor,
• ensuring the air cleaner mounting bolts and clamps are tight, and that the
assembly is held securely,
• ensuring gaskets have not been damaged
• ensuring there is no dents or damage to the assembly which could cause leaks
• ensuring the filter elements are not dented or damaged
• ensuring pre-cleaner tubes are not plugged or blocked with dirt

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