Bendix Commercial Vehicle Systems 360CC User Manual

BENDIX® 360CC SINGLE CYLINDER COMPRESSOR FOR INTERNATIONAL MAXXFORCE

DESCRIPTION

The function of the air compressor is to provide and maintain air under pressure to operate devices in air brake systems. The Bendix compressor with a rated displacement of 15.8 cubic feet per minute at 1250 RPM. The compressor consists of an integral water-cooled cylinder head assembly and watercooled crankcase.

The cylinder head assembly is made up of an aluminum cylinder head, an aluminum cooling plate, and a steel valve plate assembly with two sealing gaskets. The cylinder head contains air and water ports. The cooling plate, situated between the head and valve plate, assists in cooling the head assembly. The valve plate assembly, consisting of brazed steel plates, has separate valve openings and passages to allow air and coolant to ﬂ ow in and out of the compressor. See Figure 1 for an external view , and Figure 3 for an exploded view.

The compressor is equipped with a safety valve in the cylinder head safety valve port, directly connected to the discharge port. The safety valve protects the compressor head in the event of excessively high discharge line pressure, for example, in the event of blockage downstream of the compressor. Excessive air pressure causes the safety valve to unseat, releases air pressure and gives an audible alert to the operator.

The compressor is cooled by air ﬂ ow as well as by engine coolant. The engine coolant ﬁ rst enters the crankcase water jacket to cool the cylinder bore, then passes through passages in the valve plate assembly, cooling plate, and cylinder head and then out of a port at the top of the compressor, back to the engine.

A nameplate is attached to a ﬂ at cast face on the side of the crankcase. It is stamped with information identifying the compressor designation, customer piece number, compressor assembly part number and serial number. See Figure 2.

360cc compressor is a single-cylinder

™

11 AND 13 BIG BORE ENGINES

Coolant Exits at

Top of Head

(See Figure 7)

Cylinder

Head

Valve Plate

Assembly

Locating

Pins

FIGURE 1 - BENDIX® 360cc SINGLE CYLINDER COMPRESSOR

Bendix Part Number . . . . . . A

Customer Piece Number . . . . B

Compressor Serial Number . . C

FIGURE 2 - NAMEPLATES (TWO STYLES)

GENERAL INFORMATION

This Bendix® 360cc compressor is a “discharge line unloader” (DLU) style compressor, meaning that the compressor pumps continuously , unlike some compressor designs which use an "unloader" mechanism in the compressor head to switch from a pumping mode to a non-pumping mode. Instead, the control of air delivery to the vehicle’s air system is managed by using a separate discharge line unloader valve mounted in parallel with a turbo cut-off style of air dryer (see Figure 6).

SD-01-3121

Safety

Valve

Cooling

Plate

Coolant

Enters Here

Crankcase

MAXXFORCE™ is a trademark of International Engine Intellectual Property Company, LLC.

Valve Plate

Assembly

Crankcase

Nameplate

Safety

Valve

Cylinder

Head

Cooling

Plate

Connecting

Rod

Piston

Mounting

Face

Crankshaft

FIGURE 3 - BENDIX® 360cc SINGLE CYLINDER COMPRESSOR (CUT-AWAY VIEW)

Drive Gear

The crankcase has an open side with a machined face and locating pins. This open face is bolted directly to the side of the engine block, see Figure 3. The compressor gear engages the engine drive gear. In addition, the crankcase

Air

Discharge

Port

houses the piston assembly , connecting rod, crankshaft and related bearings. O-rings are located in the countersunk holes (one on each side) on the crankcase deck to seal the coolant passage between the crankcase and valve plate.

OPERATION

Cooling

Plate Valve

Plate

The compressor is driven by the vehicle’s engine and functions continuously while the engine is in operation. Actual compression of air is controlled by a downstream component such as a discharge line unloader valve or an air dryer without turbo cut-off valve operating in conjunction with a governor.

AIR INTAKE (LOADED)

Just as the piston begins the down stroke, (a position known as top dead center, or TDC), the vacuum created in the cylinder bore above the piston causes the inlet reed valve to ﬂ ex open. Atmospheric air ﬂ ows through the open inlet valve and ﬁ lls the cylinder bore above the piston. See Figure 4.

AIR COMPRESSION (LOADED)

FIGURE 4 - OPERATION - INTAKE

closed inlet reed valve and is compressed as the piston moves upwards. When air in the cylinder bore reaches a pressure greater than that of the system pressure, the discharge reed valves open and allow air to ﬂ ow into the discharge line and air brake system. See Figure 5.

Air Inlet

Port

Discharge

Valve

Closed

Piston Moving Down

Inlet Valve Open

When the piston reaches the bottom of the stroke, (a position known as bottom dead center, or BDC), the inlet reed valve closes. Air above the piston is trapped by the

Air Inlet

Air

Discharge

Port

Cooling

Plate

Valve

Plate

Inlet

Valve

Closed

FIGURE 5 - OPERATION - COMPRESSION

Port

Piston Moving Up

Discharge

Valve Open

NON-COMPRESSION OF AIR (UNLOADED) COMPRESSOR AND AIR DRYER SYSTEM

(REFER TO FIGURE 6)

Air delivery to the vehicle’s air system is controlled by the governor and the air dryer, or with a separate discharge line unloader valve. The governor is plumbed to the component (e.g. air dryer or DLU valve) in order to control when the air is delivered to the vehicle’s air system.

When air pressure in the supply reservoir reaches the cutout setting of the governor, the governor delivers system air to the discharge line unloader style (DLU) air dryer’s control port. This allows the discharge air from the compressor to ﬂ ow out the exhaust port of the air dryer.

system requires air. It requires a downstream device (e.g. turbo cut-off style air dryer and discharge line unloader valve) to unload the system when the air system has sufﬁ cient stored compressed air.

LUBRICATION

The vehicle’s engine provides a continuous supply of oil to the compressor. Oil is routed from the engine to the compressor’s oil inlet. Note: There is no external oil supply line; the oil delivery is located at the engine to compressor mounting face. This pressurized oil ﬂ ows to the precision front sleeve main bearing, and via an oil passage in the crankshaft routes pressurized oil to the connecting rod bearings and the rear journal associated with the end cover. Spray lubrication of the cylinder bore and connecting rod wrist pin bushing is obtained as oil is forced out around the crankshaft journals by engine oil pressure. Oil then falls to the bottom of the compressor crankcase and is returned to the engine through the opening at the compressor mounting ﬂ ange.

COOLING

The 360cc Single Cylinder Compressor is cooled by air ﬂ owing through the engine compartment as it passes the compressor’s cast-in cooling ﬁ ns and by the ﬂ ow of engine coolant through the cylinder head assembly and the water jacket around the cylinder bore of the crankcase. Coolant supplied by the engine cooling system passes through connecting lines into the cylinder head, cooling plate, valve plate assembly, into the crankcase water jacket and returns through the same components, out of the coolant outlet port of the cylinder head and returns to the engine. Figure 7 illustrates the approved coolant ﬂ ow connections. Proper cooling is important in minimizing discharge air temperatures – see the tabulated technical data on page 11 of this manual for speciﬁ c requirements.

Note: The 360cc compressor is a discharge line unloader style unit. This means that the compressor functions in a continuous pumping mode regardless whether the brake

DLU Valve

Compressor

FIGURE 6 - TYPICAL 360 (DLU) COMPRESSOR AIR CHARGING SYSTEM

UNL

Governor

Air Dryer

Front Service

Reservoir

Rear Service

Reservoir

Inlet Port

Head

Bolt (4)

Coolant Out Only

Port Closed

Discharge

Port or Safety

Valve

Port

EVERY 6 MONTHS, 1800 OPERATING HOURS OR AFTER EACH 50,000, MILES WHICHEVER OCCURS FIRST, PERFORM THE FOLLOWING INSPECTIONS AND TESTS.

AIR INDUCTION

Discharge

Port or

Safety

Valve

Port

Oil Supply

Coolant In Only

CYLINDER HEAD PORT IDENTIFICATION

The cylinder head connection ports are identiﬁ ed with “cast in” numerals as follows:

AIR IN . . . . . . . . . . . . . 0

Compressed AIR OUT. . . . . 2

Coolant IN . . . .Crankcase Port

Coolant Out . . . . . . . . . .92

FIGURE 7 - 360cc SINGLE CYLINDER COMPRESSOR PORT IDENTIFICATION

AIR INDUCTION

The 360cc Single Cylinder Compressors are only permitted to be naturally aspirated – use of engine turbocharger as an air source is not permitted.

PREVENTATIVE MAINTENANCE

Regularly scheduled maintenance is the single most important factor in maintaining the air brake charging system. Refer to T able A in the T roubleshooting section on

page A-3, for a guide to various considerations that must be given to maintenance of the compressor and other related charging system components.

Important Note: Review the warranty policy before performing any intrusive maintenance procedures. An extended warranty may be voided if intrusive maintenance is performed during this period.

A supply of clean air is one of the single most important factors in compressor preventive maintenance. Since the air supply for 360cc Single Cylinder Compressor and engine is the engine air cleaner, periodic maintenance of the engine air ﬁ lter is necessary.

Inspect the compressor air induction system each time engine air cleaner maintenance is performed.

1. Inspect the intake hose adapters for physical damage. Make certain to check the adapters at both ends of the intake hose or tubing.

2. Inspect the intake hose clamps and tighten them if needed.

3. Inspect the intake hose or line for signs of drying, cracking, chaﬁ ng and ruptures and replace if necessary.

4. Inspect the compressor’s cast inlet tube for physical damage.

COMPRESSOR COOLING

Inspect the compressor discharge port, inlet cavity and discharge line for evidence of restrictions and carbon buildup. If more than 1/16" of carbon is found, thoroughly clean or replace the affected parts. In some cases, carbon buildup indicates inadequate cooling. Closely inspect the compressor cooling system. Check all compressor coolant lines for kinks and restrictions to ﬂ ow. Minimum coolant line size is 3/8" I.D. Check coolant lines for internal clogging from rust scale. If coolant lines appear suspicious, check the coolant ﬂ ow and compare to the tabulated technical data present in the back of this manual.

LUBRICATION

The compressor utilizes an internal oil feed design. Check the exterior of the compressor (i.e. around the mounting face) for the presence of oil seepage and refer to the Troubleshooting section for appropriate tests and corrective action. Refer to the tabulated technical data in the back of this manual for oil pressure minimum values.

OIL PASSING

All reciprocating compressors pass a minimal amount of oil. Air dyers will remove the majority of oil before it can enter the air brake system. For particularly oil sensitive systems, the Bendix PuraGuard system can be used in conjunction with a Bendix

air dryer.

If compressor oil passing is suspected, refer to the Troubleshooting section (starting on page A-1) for the symptoms and corrective action to be taken. In addition,

Bendix has developed the “Bendix Air System Inspection Cup” or BASIC kit to help substantiate suspected excessive oil passing. The steps to be followed when using the BASIC kit are presented in APPENDIX B, on page A-16.

COMPRESSOR DRIVE

Check for noisy compressor operation, which could indicate excessive drive component wear. Adjust and/or replace as necessary. Check all compressor mounting bolts and retighten evenly if necessary. Check for leakage. Repair or replace parts as necessary.

CHARGING SYSTEM UNLOADING & GOVERNOR

Note: The 360cc (DLU) style single cylinder compressor

does not contain components to unload the compressor. Therefore, the compressor pumps continuously. In most systems supplied by International, a turbo cut off style air dryer, governor and discharge line unloader valve are used to unload the system (i.e. air is not being delivered to the brake system reservoirs). When system unloading occurs, air from the compressor will ﬂ ow out the exhaust port of the discharge line unloader valve. Refer to Figure 6.

Test and inspect the unloading system (i.e. air dryer and governor) for proper operation and pressure settings.

1. Make certain the unloader system lines (illustrated in Figure 6) are connected and leak free.

2. Cycle the charging system between the loaded and unloaded mode several times. This can be achieved by applying the brakes to bleed down the system pressure. Make certain that the governor cuts-in (charging system resumes compressing air) at a minimum of 105psi. Governor cut-out (charging system stops delivering air to the brake system reservoirs) should be approximately 15 - 20psi greater than cut-in pressure. Adjust or replace the governor as required.

3. Note that the charging system cycles to the loaded and unloaded conditions promptly. If prompt action is not noted, repair or replace: the governor; the discharge line unloader valve; and/or the air dryer purge valve assembly.

IMPORTANT NOTE

Replacement air governors must have a minimum cut-in pressure of 100psi. The cut-in pressure is the

lowest system pressure registered in the gauges before the compressor resumes compressing air.

SERVICE TESTS

substantially affecting compressor buildup performance, or when it is suspected that the charging system is “cycling” between the loaded (pumping) and unloaded (charging system stops delivering air to the brake system reservoirs) modes due to unloader system leakage.

IN SERVICE OPERATING TESTS

Compressor Performance: Build-up Test

This test is performed with the vehicle parked and the engine operating at maximum recommended governed speed. Fully charge the air system to governor cut out (air dryer purges). Pump the service brake pedal to lower the system air pressure below 80 psi using the dash gauges. As the air pressure builds back up, measure the time from when the dash gauge passes 85 psi to the time it passes 100 psi. The time should not exceed 40 seconds. If the vehicle exceeds 40 seconds, test for (and ﬁ x) any air leaks and then re- test the compressor performance. If the vehicle does not pass the test the second time, use the Advanced Troubleshooting Guide for Air Brake Compressors, starting on page A-1 of this document to assist your investigation of the cause(s).

Note: All new vehicles are certiﬁ ed using the FMVSS 121 test (paragraph S5.1.1) by the vehicle manufacturer, however the above test is a useful guide for in-service vehicles.

Optional Comparative Performance Check

It may be useful to also conduct the above test with the engine running at high idle (instead of maximum governed speed), and record the time taken to raise the system pressure to a selected range (for example, from 90 to 120 psi, or from 100 to 120 psi, etc.) and record it in the vehicle’s maintenance ﬁ les. Subsequent build-up times throughout the vehicle’s service life can then be compared to the ﬁ rst one recorded. (Note: the 40 second guide in the test above does not apply to this build-up time.) If the performance degrades signiﬁ cantly over time, you may use the Advanced Troubleshooting Guide for Air Brake Compressors, starting on page A-1 of this document, to assist in the investigation of the cause(s).

Note: When comparing build-up times, be sure to make an allowance for any air system modiﬁ cations which would cause longer times, such as adding air components or reservoirs. Always check for air system leakage.

LEAKAGE TESTS

See the standard Air Brake System and Accessory Leakage test on Page A-15 (Test 2).

GENERAL

The following compressor operating and leakage tests need not be performed on a regular basis. These tests should be performed when it is suspected that leakage is

Note: Leakage in the air supply system (components before the supply reservoir - such as the governor, air dryer , reservoir drain cocks, safety valve and check valves) will not be registered on the vehicle dash gauges and must

be tested separately. Refer to the various maintenance manuals for individual component leakage tests and the Bendix “Test and Checklist” published in the Air Brake System Handbook (BW5057) and on the back of the Dual Circuit Brake System Troubleshooting Card (BW1396).

MAINTENANCE KITS & SERVICE PARTS 360CC SINGLE CYLINDER COMPRESSOR

ONLY

Compressor Seal Kit . . . . . . . . . . . . . K026807

CYLINDER HEAD

Check the cylinder head gaskets for air leakage.

1. With the engine running, lower air system pressure to 60 psi and apply a soap solution around the cylinder head. Check the two gaskets between the cylinder head and the valve plate assembly, and the inlet reed valve/gasket between the valve plate assembly and crankcase for air leakage.

2. No leakage is permitted. If leakage is detected replace the compressor or repair the cylinder head using the maintenance kit available from an authorized Bendix parts outlet.

INLET & DISCHARGE VALVES

In order to test the inlet and discharge valves, it is necessary to have shop air pressure and an assortment of ﬁ ttings. A soap solution is also required.

1. With the engine shut off, drain ALL air pressure from the vehicle.

2. Disconnect the inlet and discharge lines.

3. Apply 120-130 psi shop air pressure to the discharge port and then apply and release air pressure to the inlet port. Soap the inlet port and note that leakage at the inlet port does not exceed 200 sccm.

If excessive leakage is noted in Test 3, replace or repair the compressor using genuine Bendix replacements or maintenance kits available from any authorized Bendix parts outlet.

While it is possible to test for inlet and discharge leakage, it may not be practical to do so. Inlet and discharge valve leakage can generally be detected by longer compressor build-up and recovery times. Compare current compressor build-up times with the last several recorded times. Make certain to test for air system leakage, as described under “In Service Operating T ests”, before making a determination that performance has been lost.

COMPRESSOR REMOVAL & DISASSEMBLY GENERAL

The following disassembly and assembly procedure is presented for reference purposes and pre-supposes that a rebuild or repair of the compressor is being undertaken. Several maintenance kits are available and the instructions provided with these parts and kits should be followed in lieu of the instructions presented here.

Discharge Safety Valve Kit . . . . . . . . . . K026809

Compressor to Engine Mounting Face Sealant

. . . . . . . . . . Supplied by the Engine Manufacturer

IMPORTANT! PLEASE READ AND FOLLOW THESE INSTRUCTIONS TO AVOID PERSONAL INJURY OR DEATH:

When working on or around a vehicle, the following general precautions should be observed at all times:

1. Park the vehicle on a level surface, apply the parking brakes, and always block the wheels. Always wear safety glasses. Where speciﬁ cally directed, the parking brakes may have to be released, and/or spring brakes caged, and this will require that the vehicle be prevented from moving by other means for the duration of these tests/procedures.

2. Stop the engine and remove ignition key when working under or around the vehicle. When working in the engine compartment, the engine should be shut off and the ignition key should be removed. Where circumstances require that the engine be in operation, EXTREME CAUTION should be used to prevent personal injury resulting from contact with moving, rotating, leaking, heated or electrically charged components.

3. Do not attempt to install, remove, disassemble or assemble a component until you have read and thoroughly understand the recommended procedures. Use only the proper tools and observe all precautions pertaining to use of those tools.

4. If the work is being performed on the vehicle’s air brake system, or any auxiliary pressurized air systems, make certain to drain the air pressure from all reservoirs before beginning ANY work on the vehicle. If the vehicle is equipped with an AD-IS module, be sure to drain the purge reservoir.

5. Following the vehicle manufacturer’s recommended procedures, deactivate the electrical system in a manner that safely removes all electrical power from the vehicle.

6. Never exceed manufacturer’s recommended pressures.

7. Never connect or disconnect a hose or line containing pressure; it may whip. Never remove a

air dryer system or a dryer reservoir

component or plug unless you are certain all system pressure has been depleted.

8. Use only genuine Bendix

replacement parts, components and kits. Replacement hardware, tubing, hose, ﬁ ttings, etc. must be of equivalent size, type and strength as original equipment and be designed speciﬁ cally for such applications and systems.

9. Components with stripped threads or damaged parts should be replaced rather than repaired. Do not attempt repairs requiring machining or welding unless specifically stated and approved by the vehicle and component manufacturer.

10. Prior to returning the vehicle to service, make certain all components and systems are restored to their proper operating condition.

11. For vehicles with Antilock Traction Control (ATC), the ATC function must be disabled (ATC indicator lamp should be ON) prior to performing any vehicle maintenance where one or more wheels on a drive axle are lifted off the ground and moving.

REMOVAL

In many instances it may not be necessary to remove the compressor from the vehicle when installing the various maintenance kits and service parts. The maintenance technician must assess the installation and determine the correct course of action. These instructions are general and are intended to be a guide. In some cases additional preparations and precautions are necessary. In all cases follow the instructions contained in the vehicle maintenance manual in lieu of the instructions, precautions and procedures presented in this manual.

1. Block the wheels of the vehicle and drain the air pressure from all the reservoirs in the system.

2. Drain the engine cooling system and the cylinder head of the compressor. Identify and disconnect all air, water and oil lines leading to the compressor.

3. Remove as much road dirt and grease from the exterior of the compressor as possible.

4. Remove the discharge ﬁ tting, if applicable, and note their position on the compressor to aid in reassembly.

5. Remove any supporting bracketing attached to the compressor and note their positions on the compressor to aid in reassembly.

6. Remove the 6 mounting bolts that retain the compressor to the side of the engine block. Note the position of the 6 mounting bolts. Two of the 6 bolts are shorter and must be installed in their original locations. Remove the compressor from the vehicle.

7. Inspect drive gear and associated drive parts for visible wear or damage. If the compressor drive gear is worn

or damaged, the compressor must be replaced. Refer to the Engine Manufacturers service manual to address the associated engine drive parts.

8. If the compressor is being replaced stop here and proceed to “Installing the Compressor” at the end of the assembly procedure. (Note: Replacement compressors come with the drive gear preassembled on the compressor.)

PREPARATION FOR DISASSEMBLY

Refer to Figure 8 during the entire disassembly and assembly procedure.

Place a clean rag over the openings that expose the gear and crankshaft / connecting rod assembly. No contamination is permitted in these areas.

Remove the balance of the road dirt and grease from the exterior of the compressor with a cleaning solvent. If the rear end cover (8) is being removed from the compressor being worked on, mark it and the 2 cap screws (7) in relation to the crankcase. It is also recommended to mark the relationship of the cylinder head (15), cooling plate (14), valve plate assembly (13), and crankcase.

A convenient method to indicate the above relationships is to use a metal scribe to mark the parts with numbers or lines. Do not use marking methods such as chalk that can be wiped off or obliterated during rebuilding.

Prior to disassembly, make certain that the appropriate kits are available.

CYLINDER HEAD, COOLING PLATE & VALVE PLA TE ASSEMBLY

1. Remove the washer (3) and discharge safety valve (2) from the cylinder head (15).

2. Remove the four hex head bolts (1) from the cylinder head (15).

3. Gently tap the cylinder head (15), cooling plate (14) and valve plate assembly (13) with a soft mallet to break the gasket seal between the valve plate assembly (13) and the crankcase. Lift the cylinder head (15) with cooling plate (14) and valve plate assembly (13) off the crankcase.

4. Remove the metal inlet reed valve/gasket (5).

5. Remove the crankcase o-ring (12) from a countersunk hole on the crankcase (11) deck.

6. Gently tap the cylinder head (15), cooling plate (14) and valve plate assembly (13) with a soft mallet to break the gasket seals. Then separate the cylinder head (15) from the cooling plate (14) and valve plate assembly (13), and remove and discard the two head gaskets (4) between them.

1 Head Cap Screws (4)

(include washers)

15 Cylinder

Head

Cooling

Plate

2 ST-4

3 Washer

™

Safety Valve

4 Head Gasket

(2)

13 Valve

Plate

Assembly

12 Crankcase O-ring

11 Crankcase

10 Cover

Item Qty. Description

1 4 Head Cap Screws - (Kit 2) 2 1 ST-4

™

Safety Valve - (Kit 1) 3 1 Washer - (Kit 1) 4 2 Head Gaskets - (Kit 2) 5 1 Inlet Reed Valve/Gasket - (Kit 2) 6 2 Crankcase Alignment Pins 7 2 Cap Screws 8 1 End Cover 9 1 End Cover O-Ring (Kit 2) 10 1 Cover (Kit 2) 11 1 Crankcase 12 1 Crankcase O-ring (Kit 2) 13 1 V alve Plate Assembly 14 1 Cooling Plate 15 2 Cylinder Head

5 Inlet Reed/Valve Gasket

6 Crankcase

Alignment

Pins (x2)

7 Cap

Screws

(x2)

8 End Cover

9 End Cover O-ring

Kit Notes: Kit 1: Discharge Safety Valve Kit (K026807) Kit 2: Compressor Seal Kit (K026809)

FIGURE 8 – 360cc SINGLE CYLINDER COMPRESSOR EXPLODED VIEW

CRANKCASE FRONT COVER

1. Remove the cover (10) from the front of the crankcase. Use a sharp ﬂ at head screw driver or a scraper. Place the edge under the lip along the outside diameter of the cover. Pry the cover from the cast surface until the cover can be removed.

REAR END COVER

1. Note: There are 2 cap screws (7) used to retain the end cover to the crankcase. There are 2 longer cap screws (not shown in Figure 9) that are used to retain the auxiliary drive unit (i.e. hydraulic pump) via the end cover and torqued into the crankcase. If the auxiliary drive unit has already been removed, these two cap screws are no longer present on the end cover. Refer to Figure 10 to see location of the cap screws (7) in the end cover.

2. Remove the 2 end cover cap screws (7) that secure the rear end cover to the crankcase.

3. Remove the rear end cover (8) from the crankcase. Remove and discard the o-ring (9) from the end cover (8).

CLEANING OF PARTS GENERAL

All parts should be cleaned in a good commercial grade of solvent and dried prior to inspection.

CRANKCASE

1. Carefully remove all sealant gasket material adhering to the machined face of the crankcase. See Figure

3. Make certain not to scratch or mar the mounting surface. Note: Keep the crankcase (11) opening covered to prevent any of the sealant material from entering. Repeat this process on the engine mounting face as well. Follow the instructions contained in the vehicle maintenance manual in lieu of the instructions and procedures presented in this manual.

2. Carefully remove all gasket material adhering to the deck (top) of the crankcase. Remove any carbon deposits from the deck of the crankcase. Make certain not to scratch or mar the gasket surfaces.

CYLINDER HEAD, COOLING PLATE & VALVE PLA TE ASSEMBLY

1. Carefully remove all gasket material adhering to the cylinder head (15), cooling plate (14) and valve plate assembly (13). Make certain not to scratch or mar the gasket surfaces. Pay particular attention to the gasket surfaces of the cylinder head and cooling plate.

2. Remove carbon deposits from the discharge and inlet cavities of the cylinder head, cooling plate and valve plate assembly . The cavities must be open and clear. Make certain not to damage the parts,while cleaning.

M8x1.25

Cap

Screws

(Smaller)

FIGURE 9 - REAR END COVER ATTACHMENT BOLTS

3. Remove rust and scale from the cooling cavities and passages in the cylinder head, cooling plate and valve plate assembly and use shop air to clear debris from the passages.

4. Check the threads in all cylinder head ports for galling (e.g. abrasion, chafing). Minor thread chasing (damage) is permitted.

M10x1.5

Cap

Screws

(Larger)

INSPECTION OF PARTS CYLINDER HEAD, COOLING PLATE AND VALVE

PLA TE ASSEMBLY

1. Carefully inspect the head gasket surfaces on the cylinder head (15) for deep gouges and nicks. Also, inspect the cylinder head for any cracks or port thread damage. If detected, the compressor must be replaced. If large amounts of carbon build-up are present in the discharge cavity such that it restricts the air ﬂ ow through the cylinder head, the compressor should be replaced.

2. Carefully inspect both sides of the head gasket surfaces on the cooling plate (14) for deep gouges and nicks. Also, inspect the cooling plate for any cracks or other damage. If damage is found, the compressor must be replaced.

3. Carefully inspect the valve plate assembly (13) gasket surfaces (both sides) for deep gouges and nicks. Pay particular attention to the gasket surface. An inlet reed valve/gasket (5) is used between the valve plate assembly (13) and crankcase. These gasket surfaces must be smooth and free of all but the most minor scratches. If excessive marring or gouging is detected, the compressor must be replaced. If large amounts of carbon build-up are present on the two main surfaces, in the two discharge valve holes or between the discharge valve and the discharge seat, the compressor should be replaced.

REAR END COVER

Visually inspect for cracks and external damage. Check the crankshaft rear bearing diameter in the rear end cover (8) for excessive wear, ﬂ at spots or galling. Check the hydraulic pump attachment pilot and threaded holes for

damage. Minor thread chasing is permitted, but do not re-cut the threads. If any of these conditions are found, replace the compressor.

CRANKCASE

Check the cylinder head gasket surface on the deck (top) of the crankcase (1 1) for nicks, gouges, and marring. A metal gasket is used to seal the cylinder head to the crankcase. This surface must be smooth and free of all but the most minor scratching. If excessive marring or gouging is detected, the compressor must be replaced.

Check the condition of the countersunk hole on the deck of the crankcase (11) that retains the o-ring and prevents coolant leakage between the valve plate assembly and the crankcase. The surface in contact with the o-ring should be smooth and free of any scratches and gouges that could causes leakage around the o-ring.

ASSEMBLY

General Note: All torques speciﬁ ed in this manual are assembly torques and typically can be expected to fall off after assembly is accomplished. Do not re-torque after initial assembly torques fall unless instructed otherwise. A compiled listing of torque speciﬁ cations is presented on page 11.

INCH POUNDS TO FOOT POUNDS

To convert inch pounds to foot pounds of torque, divide inch pounds by 12.

Example: 12 Inch Pounds = 1 Foot Pound 12

FOOT POUNDS TO INCH POUNDS

To convert foot pounds to inch pounds of torque, multiply foot pounds by 12.

Example: 1 Foot Pound x 12 = 12 Inch Pounds

CRANKCASE FRONT COVER

1. Position the new cover (10) over the hole in the front of the crankcase. Using a rubber mallet, drive the cover into the hole in the front of the crankcase (1 1), until the outside diameter of the cover is ﬂ ush with cast surface.

REAR END COVER

1. Install the o-ring (9) on the rear end cover.

2. Orient the rear end cover (8) to the crankcase (11) using the reference marks made during disassembly. Carefully install the rear end cover in the crankcase (1 1) making certain not to damage the crankshaft bearing surface.

3. Install the two end cover cap screws (7). Refer to Figure 9 to assure that the two cap screws (7) are installed in

the proper crankcase (1 1) bolt holes. “Snug” the screws then tighten to 195 to 212 inch pounds (22-24 Nm).

CYLINDER HEAD, COOLING PLATE & VALVE PLA TE ASSEMBLY

1. Install the crankcase o-ring (12) into the slightly countersunk hole on the deck of the crankcase.

2. Note the position of the protruding crankcase (11) alignment pins on the deck (top) of the crankcase. Install the metal inlet reed valve/gasket (5) over the alignment pins on the crankcase; being careful not to disturb the crankcase o-ring (12).

3. Position the valve plate assembly (13) on the crankcase (1 1) so that the alignment pins in the crankcase ﬁ t into the corresponding holes in the valve plate assembly (13).

4. Position one of the embossed metal head gaskets (4) over the alignment bushings protruding from the cooling plate (14). Position the second embossed metal head gasket over the alignment bushings on the opposite side of the cooling plate (14). When properly positioned, the outline of the two embossed gaskets match the outline of the cooling plate.

5. Install the cooling plate with the head gaskets onto the valve plate assembly by lining up the alignment bushings on the cooling plate over the oversized countersunk holes of the valve plate assembly . Again, when properly installed, the outline of the cooling plate matches the outline of the valve plate assembly.

6. Position and install the cylinder head (15) over the alignment bushings protruding from the cooling plate. When properly installed, the outline of the cylinder head assembly will match the outline of the cooling plate and valve plate assembly.

Note: To assist with correct installation, the alignment bushings only ﬁ t into two of the four cylinder head bolt holes.

7. Install the four hex head cylinder head bolts (1) and snug them, then tighten evenly to a torque of 265 to 292 inch pounds (30-33 Nm) using a crossing pattern.

Note: A light ﬁ lm of oil should be applied to the thread of these bolts prior to installation. Oil should not be applied to any other bolts.

8. Install the washer (3) and safety valve (2) in the top port 2 (discharge port) of the cylinder head (15), then tighten to a torque of 59 to 66 foot pounds (80-90 Nm).

INSTALLING THE COMPRESSOR

1. Apply a liquid gasket sealant to the compressor / engine mounting interface (Refer to Figure 3 for compressor mounting face). Follow the “Engine or Vehicle Manufacturers guidelines for the proper liquid gasket sealant material and application procedure.

2. Secure the compressor on the engine mounting interface using the 6 mounting bolts. NOTE: There are 2 short bolts and 4 long bolts. Be sure the use the proper length bolt for the crankcase bolt holes. Run each of the bolts down ﬁ nger tight, making sure not to smear the liquid gasket material on the sealing surface. Once the bolts are all ﬁ nger tight; tighten the mounting bolts per Engine Manufacturers recommended torquing sequence and torque requirements.

3. Install any supporting brackets on the compressor in the same position(s) noted and marked during removal.

4. Inspect all air and coolant lines and ﬁ ttings before reconnecting them to the compressor. Make certain o-ring seals are in good or new condition, the threads are clean and the ﬁ ttings are free of corrosion. Replace as necessary.

5. Install the discharge and coolant ﬁ ttings, if applicable, in the same position on the compressor noted and marked during disassembly . See the Torque Speciﬁ cations for various ﬁ tting sizes and types of thread at the rear of this manual. Tighten all hose clamps.

6. Before returning the vehicle to service, perform the Operation and Leakage Tests speciﬁ ed in this manual. Pay particular attention to all lines and hoses disconnected during the maintenance and check for air, oil, and coolant leaks at compressor connections and the compressor engine interface. Also check for noisy operation.

360CC SINGLE CYLINDER COMPRESSOR SPECIFICATIONS

Typical weight . . . . . . . . . . . . 42 LBS (19.1 KG)

Number of cylinders . . . . . . . . . . . . . . . . . . 1

Bore Diameter . . . . . . . . . . . . 3.622 IN (92 MM)

Stroke . . . . . . . . . . . . . . . . 2.126 IN (54 MM)

Calculated displacement at 1250 RPM . . . .15.8 CFM

Flow Capacity @ 1800 RPM & 120 PSI . . . 14.5 CFM

Flow Capacity @ 3000 RPM & 120 PSI . . . .23.1 CFM

Approximate horsepower required:

Loaded 1800 RPM at 120 PSIG . . . . . . . . . 5.2 HP

Loaded 1800 RPM at 0 psig (DLU) . . . . . . . 2.7 HP

Minimum coolant ﬂ ow at maximum RPM . . 2.64 GPM

(10 LPM)

Maximum coolant temperature. . . . . . . 203°F (95°C)

Maximum inlet air temperature . . . . . 122°F (50°C)

Maximum system pressure. . . . . . . . . . . .150 PSI

Minimum oil pressure required . . . . . . . . . 10 PSI

TORQUE SPECIFICATIONS

Assembly Torques

M8x1.25-6g Cylinder Head Bolts. . . . 265-292 In. Lbs.

(30-33 Nm)

M10x1.5 End Cover Bolts . . . . . .195 to 213 In. Lbs.

(22 – 24 Nm)

M26x1.5 Safety Valve . . . . . . . . . . . 59-66 ft. lbs.

(80-90 Nm) Maximum

M26x1.5 Discharge Port Fittings . . . . . . . 66 ft. lbs.

(90 Nm) Maximum

M16 x 1.5-6H Water Port Fittings . . . . . . 33 ft. lbs.

(45 Nm) Maximum

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Bendix Commercial Vehicle Systems 360CC User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual