Bendix Bw1845 Users Manual Sd 01 670c

2015-03-12

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DESCRIPTION

The function of the air compressor is to provide and main-

tain air under pressure to operate devices in the air brake

and/or auxiliary air systems. The DuraFlo™ 596 compressor

is a two cylinder reciprocating compressor with a rated dis-

placement of 27 cubic feet per minute at 1250 RPM.

The compressor consists of a water cooled cylinder head

and valve body assembly and an air cooled integral

crankcase and cylinder block. The cylinder head is an

aluminum casting which contains the required air and water

ports as well as inlet check valves for each cylinder. The

valve body assembly consists of steel upper and lower

halves, each of which incorporate various valve openings

and channels for conducting air and engine coolant into

and out of the cylinder head. The discharge valves for

each cylinder are part of the valve body assembly. The

valve body assembly is secured to the cylinder head

WATER

INLET

PORT (2)

WATER

OUTLET

PORT (1)

CRANKCASE

DISCHARGE

SAFETY VALVE

CRANKCASE

BOTTOM

COVER (2)

CYLINDER

HEAD

VALVE BODY

ASSEMBLY

REAR END

COVER OIL

PORT

CRANKSHAFT

PISTON

CONNECTING

ROD

PISTON RINGS

CYLINDER

HEAD

DISCHARGE

VALVE

VALVE BODY

ASSY.

CRANKCASE

DISCHARGE

VALVE

HOLDER

DISCHARGE

PORTS (2)

DISCHARGE

VALVE

DISCHARGE

VALVE HOLDER

DISCHARGE

CAVITY

PISTON

CYLINDER

BORE

UNLOADER

PORT

FIGURE 1 - DURAFLO™ 596 AIR COMPRESSOR

VIEW OF CYINDER HEAD AND ONE CYLINDER BORE

SD-01-670

Bendix® DuraFlo™ 596 Air Compressor

DETROIT DIESEL CATERPILLAR

FIGURE 2 - TYPICAL COMPRESSOR DRIVE FLANGES

FIGURE 3 - DURAFLO™ 596 AIR COMPRESSOR UNLOADER SYSTEM

DURAFLO™ 596

COMPRESSOR

SUPPLY

RESERVOIR

AIR

DRYER SYNCHRO VALVE

GOVERNOR

assembly using two cap screws and the cylinder head is

secured to the cylinder block with six cap screws. The

cylinder head, with the valve body halves comprise a

complete cylinder head assembly.

The cast iron crankcase and cylinder block assembly, houses

the pistons, connecting rods, crankshaft and related

bearings. Unloader plungers and related seals and springs

are contained in bores in the cylinder block. Sliding inlet

valves and their pivot arms are sandwiched between the

cylinder block and valve body assembly.

The DuraFlo™ 596 compressor incorporates an unloader

system that features an energy saving system or ESS which

reduces compressor power consumption by approximately

80% in the unloaded mode. The ESS also reduces

compressor oil consumption (oil passing) when the

compressor is in the unloaded mode.

A nameplate identifying the compressor piece number and

serial number is attached to the end of the cylinder block

opposite the drive end.

OPERATION

The compressor is driven by the vehicle engine and func-

tions continuously while the engine is in operation. Actual

compression of air is controlled by the compressor un-

loading mechanism operating in conjunction with a remote

mounted governor and synchro valve. Unlike the Tu-Flo®

compressor series, the DuraFlo™ compressor requires the

addition of a synchro valve to assure proper operation and

service life. The governor and synchro valve combination

maintains brake system air pressure between a preset maxi-

mum and minimum pressure level. Refer to Figure 3.

The compressor has a built in unloading and ESS or

Energy Saving System.

COMPRESSOR

UNLOADERS

SUPPLY

CONTROL

DELIVERY

FROM

SUPPLY

RESERVOIR

GOVERNOR

(110 CUTIN 130

CUTOUT)

TO AIR

DRYER

SYNCHRO

VALVE

FROM

SUPPLY

RESERVOIR

FIGURE 4 - OPERATIONAL-LOADED (INTAKE)

AIR INTAKE (LOADED)

The piston strokes are 180 degrees opposed. As one piston

is on an up stroke the opposing piston is on a down stroke.

During the piston down stroke, a vacuum is created in the

cylinder and ESS chamber within the cylinder head. The

vacuum causes the inlet check valve and sliding inlet valve

to flex open. Atmospheric air flows through the open inlet

check valve into and through the ESS chamber to the slid-

ing inlet valve. Air flowing past the sliding inlet valve fills the

cylinder above the piston. See Figures 4 & 7.

AIR COMPRESSION (LOADED)

When the piston reaches approximately bottom dead cen-

ter (BDC) the inlet check valve and sliding inlet valve close.

Air above the piston is trapped by the closed inlet valve

and is compressed as the piston begins to move toward

top dead center (TDC). When air in the cylinder bore

reaches a pressure greater than that of the system

pressure the discharge valves open and air flows into the

discharge line and air brake system.

NON-COMPRESSION OF AIR (UNLOADED)

When air pressure in the supply reservoir reaches the cut-

out setting of the governor, the governor delivers system

air to the control port of the synchro valve. The synchro

valve opens in response to control pressure from the gov-

ernor and delivers system pressure to either of the two

compressor unloader ports. Air entering the unloader port

acts on one unloader plunger directly and is simultaneously

conducted through a passage in the valve body assembly

to the other unloader plunger.

The unloader plungers move horizontally in their bores in

response to control pressure from the governor and syn-

chro valve. A guide pin in the unloader plunger rotates the

pivot arm which causes the inlet valve to slide. As the

inlet valve slides from the loaded to the unloaded position

it blocks the two discharge ports and opens the six inlet

ports connecting the cylinder bore to the ESS chamber.

When the piston travels upward, air in the cylinder is

trapped between the top of the piston and the closed inlet

check valve and is compressed. The intake check valves

prevent the intake air from escaping through the air intake

port when the compressor is in the unloaded ESS mode.

See Figures 5 & 7.

PISTON

MOVING

DOWN

FIGURE 5 - OPERATIONAL-LOADED (COMPRESSION)

PISTON

MOVING

The added volume of the ESS chamber lowers the amount

of compression. Air that is compressed during the upward

movement of the piston provides a driving force for the pis-

ton during its downward movement. As one piston is moving

downward the opposing piston is moving up. With the ex-

ception of losses in the form of heat, which is formed during

compression, the energy used to compress the air will be

reused as the driving force for the downward stroke of the

piston. This results in the compressor using very little power

in its unloading position. See Figures 6 & 7.

AIR

INLET

PORT

INLET

VALVE

OPEN

AIR

DISCHARGE

PORT

DISCHARGE

VALVE

CLOSED

UNLOADER

PISTON

INLET CHECK

VALVE OPEN

ESS

CHAMBER

AIR

DISCHARGE

PORT

INLET

VALVE

CLOSED

AIR

INLET

PORT

DISCHARGE

VALVE

OPEN

UNLOADER

PISTON

INLET CHECK

VALVE CLOSED

ESS

CHAMBER

FIGURE 6 - OPERATIONAL-UNLOADED

PISTON MOVING

UP & DOWN

INLET CHECK

VALVE CLOSED

AIR

INLET

PORT

INLET

VALVE

OPEN

AIR

DISCHARGE

PORT

DISCHARGE

VALVE

CLOSED

UNLOADER

PISTON & PIVOT

ARM SLIDES INLET

VALVE OVER

ESS

CHAMBER

CYLINDER BLOCK SIDE OF VALVE BODY ASSY.

SLIDING INLET

VALVES

PIVOT

ARMS

COMPRESSOR LOADED COMPRESSOR UNLOADED

DISCHARGE

PORTS

INLET

PORTS

CYLINDER HEAD SIDE OF VALVE BODY ASSY.

DISCHARGE PORTS

DISCHARGE

VALVE

INLET PORTS

COMPRESSOR & THE AIR BRAKE SYSTEM

GENERAL

The compressor is part of the total air brake system, more

specifically, the charging portion of the air brake system. As

a component in the overall system its condition, duty cycle,

proper installation and operation will directly affect other

components in the system.

the air pressure for the air brake system. The air compres-

sor is typically cooled by the engine coolant system,

lubricated by the engine oil supply and has its inlet con-

nected to the engine induction system.

As the atmospheric air is compressed, all the water vapor

originally in the air is carried along into the air system, as

well as a small amount of the lubricating oil as vapor. If an

air dryer is not used to remove these contaminants prior to

entering the air system, the majority, but not all, will con-

dense in the reservoirs. The quantity of contaminants that

reach the air system depends on several factors including

installation, maintenance and contaminant handling devices

in the system. These contaminants must either be elimi-

nated prior to entering the air system or after they enter.

DUTY CYCLE

The duty cycle is the ratio of time the compressor spends

building air to the total engine running time. Air compres-

sors are designed to build air (run "loaded") up to 25% of the

time. Higher duty cycles cause conditions that affect air

brake charging system performance which may require ad-

ditional maintenance. Factors that add to the duty cycle

are: air suspension, additional air accessories, use of an

undersized compressor, frequent stops, excessive leakage

from fittings, connections, lines, chambers or valves, etc.

Refer to Table A in the Troubleshooting section for a guide to

various duty cycles and the consideration that must be given

to maintenance of other components.

COMPRESSOR INSTALLATION

While the original compressor installation is usually com-

pleted by the vehicle manufacturer, conditions of operation

and maintenance may require additional consideration. The

following presents base guidelines.

DISCHARGE LINE

The discharge line allows the air, water-vapor and oil-vapor

mixture to cool between the compressor and air dryer or

reservoir. The typical size of a vehicle's discharge line, (see

column 2 of Table A in the Troubleshooting section) assumes

a compressor with a normal (less than 25%) duty cycle,

operating in a temperate climate. See Bendix and/or other

air dryer manufacturer guidelines as needed.

The discharge line must maintain a constant slope down

from the compressor to the air dryer inlet fitting or reservoir

to avoid low points where ice may form and block the flow. If,

instead, ice blockages occur at the air dryer or reservoir

inlet, insulation may be added here, or if the inlet fitting is a

typical 90 degree fitting, it may be changed to a straight or

45 degree fitting. Shorter discharge line lengths or insula-

tion may be required in cold climates.

While not all compressors and charging systems are

equipped with a discharge line safety valve this component

is recommended. The discharge line safety valve is installed

in the cylinder head or close to the compressor discharge

port and protects against over pressurizing the compressor

in the event of a discharge line freezeup.

FIGURE 7 - UNLOADER MECHANISM

UNLOADER

PLUNGER

UNLOADER

PORT

GUIDE PIN

SLIDING

INLET VALVE

UNLOADER AIR

PASSAGE

PIVOT

ARM

FIGURE 8A - SYSTEM DRAWING

Air Dryer

Reservoir Drain

Service Reservoir

(Supply Reservoir)

Compressor

Governor

(Governor plus Synchro valve

for the Bendix® DuraFlo™ 596

Compressor)

Discharge

Line

Optional “Ping” Tank

Optional Bendix® PuraGuard® QC™

Oil Coalescing Filter

The Air Brake Charging System supplies the

compressed air for the braking system as well as other air

accessories for the vehicle. The system usually consists

of an air compressor, governor, discharge line, air dryer,

and service reservoir.

FIGURE 8B - DISCHARGE LINE SAFETY VALVE

HOLE

THREAD

DISCHARGE LINE TEMPERATURE

When the temperature of the compressed air that enters

the air dryer is within the normal range, the air dryer can

remove most of the charging system oil. If the temperature

of the compressed air is above the normal range, oil as oil-

vapor is able to pass through the air dryer and into the air

system. Larger diameter discharge lines and/or longer dis-

charge line lengths can help reduce the temperature.

The air dryer contains a filter that collects oil droplets, and a

desiccant bed that removes almost all of the remaining wa-

ter vapor. The compressed air is then passed to the air brake

service (supply) reservoir. The oil droplets and the water

collected are automatically purged when the governor

reaches its "cut-out" setting.

For vehicles with accessories that are sensitive to small

amounts of oil, we recommend installation of a Bendix®

PuraGuard® QC™ oil coalescing filter, designed to minimize

the amount of oil present.

LUBRICATION

The vehicle's engine provides a continuous supply of oil to

the compressor. Oil is routed from the engine to the com-

pressor oil inlet. An oil passage in the crankshaft conducts

pressurized oil to precision sleeve main bearings and to the

connecting rod bearings. Spray lubrication of the cylinder

bores, connecting rod wrist pin bushings, and ball type main

bearings is obtained as oil is forced out around the crank-

shaft journals by engine oil pressure. Oil then falls to the

bottom of the compressor crankcase and is returned to the

engine through drain holes in the compressor mounting

flange.

COOLING

Air flowing through the engine compartment from the action

of the engine fan and the movement of the vehicle assists in

cooling the compressor. Cooling fins are part of the crank-

case/cylinder block casting. Coolant flowing from the engine

cooling system through connecting lines enters the head

and passes through internal passages in the cylinder head

and is returned to the engine. Proper cooling is important in

maintaining discharge air temperatures below the maximum

recommended 400 degrees Fahrenheit. Figure 9 illustrates

the various approved coolant flow connections. See the tabu-

lated technical data in the back of this manual for specific

requirements.

AIR INDUCTION

The DuraFlo™ 596 compressor is approved for natural aspi-

ration only. The compressor inlet is connected to the

vacuum side of the engine air induction system. See the

tabulated technical data in the back of this manual for spe-

cific requirements.

PREVENTATIVE MAINTENANCE

Regularly scheduled maintenance is the single most impor-

tant factor in maintaining the air brake charging system.

Refer to Table A in the Troubleshooting section for a guide to

various considerations that must be given to the mainte-

nance of the compressor and other related charging system

components.

Important Note: Review the warranty policy before perform-

ing any intrusive maintenance procedures. An extended

warranty may be voided if intrusive maintenance is performed

during this period.

AIR INDUCTION

One of the single most important aspects of compressor

preventive maintenance is the induction of clean air. Since

the DuraFlo™ 596 is connected to the engine air cleaner,

proper periodic maintenance of the engine air filter eliminates

the need for separate filter maintenance.

Inspect the compressor intake adapter, and the connecting

hoses 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. The intake hose clamps and tighten them if needed.

3. Inspect the intake hose or line for signs of drying, crack-

ing, chafing and ruptures and replace it if necessary.

EVERY 6 MONTHS, 1800 OPERATING HOURS

OR AFTER EACH 50,000 MILES WHICHEVER OC-

CURS FIRST PERFORM THE FOLLOWING

INSPECTIONS AND TESTS.

COMPRESSOR COOLING

Inspect the compressor discharge port, inlet cavity and

discharge line for evidence of restrictions and carboning.

If excessive buildup is noted, thoroughly clean or replace

the affected parts. Since carbon buildup generally indi-

cates inadequate cooling, closely inspect the compressor

cooling system. Check all compressor coolant lines for

kinks and restrictions to flow. 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 flow and compare to the tabulated technical data

present in the back of this manual. Carefully inspect the

air induction system for restrictions.

LUBRICATION

Check the external oil supply line for kinks, bends, or re-

strictions to flow.

Supply lines must be a minimum of 3/16"

I.D.

Refer to the tabulated technical data in the back of this

manual for oil pressure minimum values.

Check the exterior of the compressor for the presence of oil

seepage and refer to the TROUBLESHOOTING section for

appropriate tests and corrective action.

OIL PASSING

All reciprocating compressors currently manufactured will

pass a minimal amount of oil. Air dryers will remove the

majority of oil prior to entrance into the air brake system.

For particularly oil sensitive systems the Bendix® PuraGuard

QC™ oil coalescing filter can be used in conjunction with a

Bendix air dryer.

If compressor oil passing is suspected, refer to the

TROUBLESHOOTING section and TABLE A for the symp-

toms and corrective action to be taken. In addition, Bendix

has developed the "Bendix Air System Inspection Cup" or

BASIC test to help substantiate suspected excessive oil

passing. The steps to be followed when using the BASIC

test are presented in APPENDIX A at the end of the

TROUBLESHOOTING section.

FIGURE 9 - TYPICAL DURAFLO™ 596 AIR COMPRESSOR

CYLINDER HEAD

CYLINDER HEAD PORT IDENTIFICATION

The cylinder head connection ports are identified with cast

in numerals as follows:

Atmospheric AIR IN 0

Compressed AIR OUT 2

Coolant IN 91

Coolant Out 92

COOLANT

IN OR OUT

(ONE OR THE

OTHER

PLUGGED)COOLANT

IN OR

OUT

DISCHARGE

PORT

INLET

PORT

LIFTING

LUG

13 x 85mm

CYL. BOLT

(6)

13 x 60mm

CYL. BOLT (2)

DISCHARGE

SAFETY VALVE

COMPRESSOR DRIVE

Check for noisy compressor operation, which could indi-

cate excessive drive component wear. Adjust and/or replace

as necessary. Check all compressor mounting bolts and

retighten evenly if necessary. Check for leakage and proper

unloader mechanism operation. Repair or replace parts as

necessary.

COMPRESSOR & GOVERNOR UNLOADER

SYSTEM

Test and inspect the compressor and governor unloader

system for proper operation and pressure setting.

1. Make certain the unloader system contains both the

governor and synchro valve as illustrated in figure 3.

2. Cycle the compressor through the loaded and unloaded

cycle several times. Make certain that the governor

cuts out at 130 psi (cut in should be approximately 110

psi). Adjust or replace the governor as required.

3. Note that the DuraFlo™ compressor cycles to the loaded

and unloaded conditions promptly. This can be definitely

confirmed by installing a test gauge in the unused

unloader port on the compressor and observing the re-

action during transition from the loaded and unloaded

condition. Air pressure should be applied and exhausted

with a distinct “snap action” with no appreciable lag for

buildup or release of pressure. If prompt action is not

noted, repair or replace the synchro valve.

SERVICE TESTS

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 sub-

stantially affecting compressor buildup performance, or

when it is suspected that the compressor is “cycling”

between the load and unloaded modes due to unloader

plunger leakage.

OPERATING TESTS

Compressor Performance

Vehicles manufactured after the effective date of FMVSS

121 must have a compressor capable of raising air sys-

tem pressure from 85-100 psi in 25 seconds or less, with

the minimum required reservoir volume for the vehicle.

This test is performed with the engine operating at maxi-

mum recommended governed speed. The vehicle

manufacturer must certify this performance on new vehicles

with appropriate allowances for air systems with greater than

the minimum required reservoir volume. As a less severe

alternative to running a high RPM test, a new compressor's

buildup time can be measured and recorded at high idle.

Subsequent testing throughout the compressor’s service life

can be compared to the base line new compressor perfor-

mance. Compressor buildup times should be recorded and

kept with the vehicle maintenance files for reference. When

testing compressor buildup times it is essential that air sys-

tem leakage be kept below the allowed maximum for the

vehicle type being tested. Before running buildup tests check

the service and supply systems for excessive leakage and

repair as necessary.

Note: Supply system leakage is not displayed

on the vehicle dash gauges and must be tested

separately. Supply system components such

as the governor, synchro valve, air dyer, reser-

voir drain cocks, safety valve and check valves

can leak without indication on the dash gauges.

These components must be checked for leak-

age separately and individually. Refer to the

various maintenance manuals for individual

component leakage tests and the Bendix “Test

and Checklist” published in the Air Brake Sys-

tem Handbook (BW5057) for air system leakage

testing.

LEAKAGE TESTS

Cylinder Head

Check for cylinder head gasket 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 gasket between the cylinder head and

valve body assembly and the gasket between the valve

body assembly and cylinder block for air leakage.

2. No leakage is permitted. If leakage is detected replace

the compressor or repair the cylinder head using a

genuine Bendix maintenance kit available from autho-

rized Bendix parts outlets.

Inlet, Discharge & Unloader

While it is possible to test for inlet, discharge, and unloader

plunger leakage it requires disassembly of the cylinder head

to accomplish. For this reason it is not recommended.

Inlet and discharge valve leakage can generally be detected

by longer compressor buildup and recovery times. Compare

current compressor buildup times with the last several re-

corded times. Make certain to test for Air system leakage,

as described under Operating Tests, before making a deter-

mination that performance has been lost.

FIGURE 10 - DURAFLO™ 596 AIR COMPRESSOR EXPLODED VIEW OF SERVICEABLE PARTS

Item Qty. Description Item Qty. Description Item Qty Description

1 6 13mm x 85mm Bolt 12 2 Discharge Valve 23 2 Backup Ring

2 2 13mm x 60mm Bolt 13 2 Sliding Inlet Vlv 24 2 Spring

3 2 10mm x 25mm Bolt 14 2 Pivot Arm 25 6 13mm Washer

4 2 Spacer Sleeve 15 2 Stud 26 1 Discharge Safety Valve

5 2 Holder 16 2 Guide Pin 27 2 Base Plate Gskt.

6 2 Inlet Check Valve 17 2 Guide Pin 28 8 Base Plate Cap Screw

7 2 Seat 18 1 Vlv. Assy. to Block Gskt. 29 2 Base Plate

8 1 Head to Vlv. Assy. Gskt. 19 1 Plug 30 1 End Cover O-Ring

9 4 10mm x 25mm Bolt 20 1 Sealing Washer 31 4 13mm x 20mm Bolt

10 4 Spacer Sleeve 21 2 Unloader Plunger

11 2 Holder 22 2 O-Ring

FLANGE

MOUNT

CRANKCASE

CYLINDER

BLOCK

VALVE BODY

ASSY.

CYLINDER

HEAD

END COVER

15 17

1. With the engine running, lower air system pressure to

90 psi and raise engine RPM to 1800. Measure and

record the time required to raise system pressure from

100 psi to 130 psi. Run this test three times and use

the average time.

Note: This test should be run with the engine and

air system at normal operating temperature (i.e. not

cold).

2. Compare the average time recorded in step 2 with previ-

ously recorded build up times to evaluate compressor

performance.

Unloader leakage is exhibited by excessive compressor

cycling between the loaded and unloaded condition.

1. With service and supply system leakage below the

maximum allowable limits and the vehicle parked, bring

system pressure to governor cutout and allow the

engine to idle.

2. The compressor should remain unloaded for a minimum

of 5-10 minutes. If compressor cycling occurs more fre-

quently and service and supply system leakage is within

tolerance replace the compressor or repair the compres-

sor unloader system using a genuine Bendix

maintenance kit available from authorized

Bendix parts outlets.

COMPRESSOR REMOVAL & DISASSEMBLY

GENERAL

The following disassembly and assembly procedure is pre-

sented for reference purposes and presupposes 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.

MAINTENANCE KITS & SERVICE PARTS

Cylinder Head Maintenance Kit.

Unloader Maintenance Kit.

All components shown in Figure 10 with a key number are

available in kits and/or as individual service parts.

COMPRESSOR TROUBLESHOOTING

IMPORTANT: The troubleshooting contained in this section

considers the compressor as an integrated component of

the overall air brake charging system and assumes that an

air dryer is in use. The troubleshooting presented will cover

not only the compressor itself, but also other charging

system devices as they relate to the compressor.

WARNING! 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.

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™ air dryer system or a dryer reservoir 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

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, fittings, etc. must be of equivalent

size, type and strength as original equipment and

be designed specifically 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

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 pres-

sure 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 exte-

rior of the compressor as possible.

4. Remove the discharge and inlet fittings, if applicable, and

note their position on the compressor to aid in reassembly.

Note: If a cylinder head or unloader maintenance kit

is being installed, stop here and proceed to PREPA-

RATION FOR DISASSEMBLY. If replacing the

compressor continue.

5. Remove any supporting bracketing attached to the

compressor and note their positions on the

compressor to aid in reassembly.

6. Remove the flange mounting bolts and remove the

compressor from the vehicle.

7. Inspect gear and associated drive parts for visible wear

or damage. Since these parts are precision fitted,

they must be replaced if they are worn or damaged. If

replacing the compressor or replacing the drive gear,

remove the drive gear from the compressor crank-

shaft using a gear puller.

8. If the compressor is being replaced stop here and

proceed to "Installing The Compressor" at the end of

the assembly procedure.

PREPARATION FOR DISASSEMBLY

Remove the balance of road dirt and grease from the ex-

terior of the compressor with a cleaning solvent. Before

the compressor is disassembled, the following items should

be marked to show their relationship when the compres-

sor is assembled. Mark the rear end cover or end cover

adapter in relation to the crankcase. Mark the relationship

of the cylinder head to the valve body assembly and crank-

case and cylinder block assembly.

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

and or replacement parts are available. Refer to Figure 10

during the entire disassembly and assembly procedure.

UNLOADER & INLET VALVE

1. Remove the discharge safety valve (26) from the cylin-

der head.

2. Remove the unloader port plug and sealing washer

(19 & 20).

3. Loosen but do not remove the two 13mm x 60mm bolts (2).

4. Remove the six 13mm x 85mm cylinder head bolts

and washers (1 & 25) and tap the head with a soft

mallet to break the gasket seal. Lift off the cylinder

head and valve body assembly off the cylinder block.

IMPORTANT NOTE: Do not attempt to separate the two

halves of the valve body assembly. Service replacements

and gaskets are not available.

5. Remove the metal gasket (18).

6. Remove both sliding inlet valves (13).

7. Remove both pivot arms (14) and pivot arm studs (15).

8. To remove spring tension from the unloader plunger guide

pin (16), insert a 1/4” brass dowel into one of the un-

loader plunger bore and depress the plunger (21) slightly.

While holding the plunger (21) depressed, remove the

plunger guide pin (16). Slowly extract the dowel rod from

the unloader bore until spring tension is relieved.

Note: As an alternative, to this procedure an appropri-

ately sized nut or dowel rod can be placed in the unloader

bore and the plug (19) installed then removed after the

guide pin is removed.

9. Remove the unloader plunger (21), with its o-ring (22)

and backup ring (23) from the bore. Remove the unloader

spring (24).

10. Repeat steps 7 and 8 for the other unloader plunger.

11. Remove both pivot arm guide pins (17) from the

cylinder block.

DISCHARGE & INLET CHECK VALVES

1. Remove the two 13mm x 60mm cylinder head bolts

(2) and gently tap the head and valve body assembly

with a soft mallet to break the gasket seal. Separate

the cylinder head and valve body assembly.

IMPORTANT NOTE: Do not attempt to separate the two

halves of the valve body assembly. Service replacements

and gaskets are not available

2. Remove the gasket (8).

3. Turn the cylinder head over to expose the inlet check

valves and remove the 10mm x 25mm inlet check

valve bolt (3) that secures the inlet check valve com-

ponents. Remove the spacer sleeve (4), holder (5),

check valve (6) and check valve seat (7).

4. Repeat step 3 for the second inlet check valve

assembly.

OIL PASSAGES

Thoroughly clean all oil passages through the end cover or

end cover adapter. Inspect the passages with a wire to be

sure. Blow the loosened foreign matter out with air

pressure.

CYLINDER BLOCK UNLOADER BORES

Thoroughly clean the unloader bore on both sides of the

compressor cylinder block. Make certain not to scratch or

gouge the air pressure sealing surfaces of the bores

during the cleaning process.

INSPECTION OF PARTS

CYLINDER HEAD & VALVE BODY

1. Carefully inspect the cylinder head gasket surfaces for

deep gouges and nicks. If detected, the compressor

must be replaced.

2. Carefully inspect the valve body gasket surfaces for deep

gouges and nicks. Pay particular attention to the metal

gasket surface. A metal gasket (18) is used between

the valve body assembly and cylinder block. This sur-

face must be smooth and free of all but the most minor

scratching. If excessive marring or gouging is detected,

the compressor must be replaced.

3. Inspect the cylinder head for cracks or damage. With

the cylinder head and head gasket secured to the valve

body, apply shop air pressure to one of the coolant ports

with all others plugged, and check for leakage by apply-

ing a soap solution to the exterior of the head. If leakage

is detected in the cylinder head casting, replace the

compressor.

END COVER OR END COVER ADAPTER

Check for cracks and external damage. Check the crankshaft

main bearing surface in the end cover or end cover adapter,

check for excessive wear and flat spots and replace the end

cover if necessary. Check for galling of the oil port threads

and replace the end cover or end cover adapter if necessary.

Minor thread chasing is permitted but do not “recut” the

threads if they are badly damaged.

CYLINDER BLOCK

1. Check the cylinder head gasket surface on the cylinder

block for nicks, gouges, and marring. A metal gasket is

used to seal the cylinder head to the cylinder block.

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.

5. Remove the two 10mm x 25mm discharge valve bolts

(9) that secure the discharge check valve components.

Remove the spacer sleeve (10), holder (11) and dis-

charge valve (12).

6. Repeat step 5 for the second discharge valve assembly.

CRANKCASE COVER

1. Remove the four cap screws (28) securing the crank-

case cover (29). Using a soft mallet, gently tap the

crankcase cover (29) to break the gasket seal. Scrape

off any gasket material (27) from the crankcase and

bottom cover or adapter.

2. Repeat step 1 for the second crankcase cover.

END COVER OR END COVER ADAPTER

1. Remove the cap screws (31) that secure the rear end

cover or end cover adapter to the crankcase.

Note: Some compressor models use four cap

screws while others use a combination of cap

screws and studs.

2. Remove the rear end cover or end cover adapter from the

crankcase. Remove the o-ring seal (30) from the end

cover if so equipped.

CLEANING OF PARTS

GENERAL

All parts should be cleaned in a good commercial grade of

solvent and dried prior to inspection.

CYLINDER HEAD

1. Carefully remove all gasket material adhering to the

cylinder head, valve body assembly and cylinder block.

Make certain not to deeply scratch or mar the gasket

surfaces. Pay particular attention to the gasket sur-

faces of the aluminum head.

2. Remove carbon deposits from the discharge and inlet

cavities of the cylinder head and valve body assem-

bly. Make certain the inlet and discharge ports of the

valve body assembly are open and clear.

3. Remove rust and scale from the cooling cavities and

passages in the head and valve body assembly and

use shop air to clear debris from the passages.

4. Make certain the unloader air passages and coolant pas-

sages through the valve body are open and clear of

contamination.

5. Check the threads in all cylinder head ports for galling.

Minor chasing is permitted.

ASSEMBLY

General Note: All torques specified in this manual are as-

sembly 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 specifications is presented at

the end of this manual.

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

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 COVER

1. Position one of the two crankcase cover gaskets (27) on

either the crankcase or crankcase cover and install the

crankcase cover (29) using the position marks made

prior to disassembly. Tighten the four cap screws (28),

securing the crankcase cover to a torque of 101-111

inch pounds for crankcase cover or cover in a crossing

pattern after first snugging all 4 screws.

2. Repeat this assembly for the second crankcase cover

(29).

CRANKCASE END COVER OR END COVER

ADAPTER

1. Install the end cover o-ring (30) on the crankcase end

cover.

2. Orient the crankcase end cover or end cover adapter

to the crankcase using the reference marks made dur-

ing disassembly. Carefully install the end cover or end

cover adapter in the crankcase making certain not to

damage the crankshaft bearing surface in it.

3. Install the four 13mm x 20mm end cover or end cover

adapter bolts or studs (31) and tighten to 195 to 212

inch pounds.

CYLINDER HEAD INLET CHECK VALVES

1. Locate one of the two inlet check valve seats (7) and

note that one side is flat while the other has three pro-

truding tabs around the bolt hole. Position one of the

two the inlet check valves (6) on the inlet check valve

seat (7) so that the three positioning and locating tabs

interlock with the corresponding tabs on the seat. When

properly fitted together, the valve (6) should lay flat against

the seat (7) and cover the slotted opening of the seat.

2. Locate one of the two inlet check valve holders (5). Place

the holder (5) on the inlet check valve (6) making cer-

tain that the three indentations around the bolt hole, on

the holder, interlock with the tabs on the inlet check

valve (5). When properly assembled the seat (7), valve

(6) and holder (5) should be parallel and interlocked.

3. Place the three components over one of the two slot-

ted inlet openings in the cylinder head making certain

that the bolt holes in the components and head corre-

spond.

4. Insert one of the two 10mm x 25mm bolts (3) through

a spacer sleeve (4). Using the bolt and sleeve, secure

the assembled seat (7), valve (6) and holder (5) in the

cylinder head. Tighten the bolt finger tight and check

that the seat (7), valve (6) and holder (5) are still inter-

locked. This can be done by attempting to rotate the

holder (5) and noting that the valve and seat follow

and are locked together.

5. Torque the 10mm bolt to 101 to 111 inch pounds.

6. Repeat steps one through five for the other inlet check

valve assembly.

DISCHARGE VALVES

1. Locate and place one of the two discharge valves (12)

on the valve body assembly with its bolt hole corre-

sponding with the threaded hole on the outside edge

of the valve body assembly. When correctly placed,

the discharge valve (12) will cover the two discharge

holes in the valve body assembly. Refer to Figure 11.

2. Locate one of the two discharge valve holders (11) and

install it over the discharge valve (12) so that the free

end of the discharge valve (12) is contained between

the two guide lugs on the sides of the holder. Refer to

Figure 11.

3. Insert one of the four 10mm x 25mm bolts (9) through a

spacer sleeve (10). Using the bolt and sleeve, loosely

secure one end of the discharge valve (12) and holder

(11) to the valve body assembly. Insert a second 10mm

x 25mm bolts (9) through a spacer sleeve (10) and

loosely secure the other end of the discharge valve (12)

and holder (11) to the valve body assembly.

Before attempting to tighten the two 10mm bolts make

Discharge Valve

Discharge

Guide Lug

Valve

FIGURE 11 - DISCHARGE VALVE INSTALLATION

4. Locate one of the sliding inlet valves (13) and place it on

a flat surface. Note that there is a concave and convex

side in the surface where the small pivot arm stud hole

is located. Refer to figure 11.

5. Place the metal gasket (18) on the cylinder block, red

side toward the cylinder block, while aligning the

cylinder head bolt holes.

6. Install the sliding inlet valves (13) on the pivot arm

stud, concave side toward the cylinder bock. Make

certain to center the inlet valves within their openings

in the metal gasket (18).

Note: The inlet valves must not be pinched between

the metal gasket and the cylinder block. They must

be free to slide within their openings in the metal

gasket.

VALVE BODY & CYLINDER HEAD

1. Orient and carefully install the valve body assembly

on the cylinder block. The cylinder block guide pins

(17) will locate and guide the installation of the instal-

lation of the valve body.

Note: Try not to disturb the location of the

metal gasket (18) during the installation of the

valve body because the sliding inlet valves

may be pinched.

2. Orient and install the cylinder head gasket (8) on the

valve body.

3. Orient and carefully install the cylinder head on the

valve body assembly. The cylinder block guide pins

(17) will locate and guide the installation of the instal-

lation of the valve body.

4. Insert the six 13mm x 85mm head bolts into the head

and tighten each finger tight.

5. Insert the two 13mm x 60mm head bolts into the head

and tighten each finger tight.

6. Insert a 1/4” brass dowel into one of the unloader

plunger bore and depress the plunger (21) several

times. The plunger (21) should move freely with only

spring tension resistance noted. If greater resistance

is noted the sliding inlet valve (13) is pinched and the

cylinder head and valve body must be removed and

the sliding inlet valve (13) must be repositioned within

the opening of the meatal gasket (18). Repeat this pro-

cedure for the other unloader plunger and sliding inlet

valve.

certain the free tip of the discharge valve (12) is not

pinched between the holder (11) and the valve body as-

sembly. The valve must be free to flex.

4. Torque the 10mm bolts to 101 to 111 inch pounds.

5. Repeat steps one through four for the other discharge

valve assembly.

UNLOADER PLUNGERS

1. Install the metal sealing washer (20) on the plug (19)

and set aside.

2. Install one o-ring (22) and backup ring (23) in the groove

of the unloader plunger (21). The backup ring (23)

should be installed in the groove so that it is closest to

the center of the plunger.

3. Install the unloader plunger return spring (24) in the

bore in the end of the unloader plunger (21).

4. Insert the assembled plunger (21) and spring (24) into

one of the unloader bores in the cylinder block. When

inserting the plunger orient it so that its guide pin hole

will be visible through the slotted opening in the cylin-

der block.

5. Insert a 1/4” brass dowel into the unloader plunger bore

and depress the plunger (21) slightly. While holding

the plunger (21) depressed, insert the plunger guide

pin (16) into the slotted opening in the cylinder block

and into the unloader plunger until it is fully seated and

extends above the top surface of the cylinder block

approximately 1/8”. Slowly extract the dowel rod from

the unloader bore until spring tension is relieved and

the guide pin retains the plunger.

Note: The unloader plunger guide pin (16) is larger

in diameter and longer than the pivot arm guide pin

(17).

6. Repeat steps one through five for the other unloader

plunger assembly.

INLET VALVES & PIVOT ARMS

1. Install both pivot arm guide pins (17) in the cylinder

block.

2. Place the pivot arm studs (15) in their slots in the cylin-

der block. The head (large diameter) of the stud should

be in the slot with the small diameter facing away from

the cylinder block.

3. Install both pivot arms (14) over the cylinder block guide

pin (17) and unloader plunger guide pin (16) as well as

the stud (15). When installed correctly the stud (15)

and unloader plunger guide pin (16) will be in the slot-

ted openings of the pivot arm (14).

Note: It may be necessary to slightly depress each

unloader plunger to allow easy installation of the

pivot arms over the guide pins.

Pivot Arm

Stud Inlet Valve

Pivot Arm

Valve Body

Cyl.

Block

Concave Area

FIGURE 12 - SLIDING INLET VALVE INSTALLATION

7. Torque the two 13mm x 60mm head bolts to 265 - 292

inch pounds.

8. Beginning with one of the center bolts, torque the six

13mm x 85mm head bolts to 265 - 292 inch pounds

using a figure eight pattern.

9. Apply a thread sealant to the assembled plug and seal-

ing washer (19 & 20) and install it in the cylinder block

unloader bore that was marked during disassembly.

Tighten sufficiently to seal air pressure.

INSTALLING THE COMPRESSOR

1. If the compressor was removed for replacement, install

the drive components. Torque the crankshaft nut to 120

foot pounds.

2. Install any supporting bracketing on the compressor in

the same position noted and marked during removal.

3. Install the gasket on the drive flange of the compressor.

Make certain oil supply or return holes in the gasket are

properly aligned with the compressor and engine. Gas-

ket sealants are not recommended. Secure the

compressor on the engine and tighten the mounting

bolts.

4. Install the discharge and inlet fittings, if applicable, in

the same position on the compressor noted and marked

during disassembly. Make certain the threads are clean

and the fittings are free of corrosion. Replace as

necessary.

5. Inspect all air, oil, and coolant lines and fittings before

reconnecting them to the compressor. Make certain

o-ring seals are in good or new condition. Tighten all

hose clamps.

6. Clean oil supply line. Before connecting this line to the

compressor. Run the engine briefly to be sure oil is

flowing freely through the supply line.

7. Before returning the vehicle to service, perform the

Operation and Leakage Tests specified in this manual.

Pay particular attention to all lines reconnected during

installation and check for air, oil, and coolant leaks

at compressor connections. Also check for noisy

operation.

TESTING REBUILT COMPRESSOR

In order to properly test a compressor under operating con-

ditions, a test rack for correct mounting, cooling, lubricating,

and driving the compressor is necessary. Such tests are

not compulsory if the unit has been carefully rebuilt by an

experienced person. A compressor efficiency or build up

test can be run which is not too difficult. An engine lubri-

cated compressor must be connected to an oil supply line

of at least 15 psi. pressure during the test and an oil return

line must be installed to keep the crankcase drained. Con-

nect to the compressor discharge port, a reservoir with a

volume of 1500 cubic inches, including the volume of the

connecting line. With the compressor operating at 2100

RPM., the time required to raise the reservoir(s) pressure

from 85 psi to 100 psi should not exceed 5 seconds. During

this test, the compressor should be checked for gasket leak-

age and noisy operation, as well as unloader operation and

leakage. If the compressor functions as indicated reinstall

on the vehicle connecting all lines as marked in the disas-

sembly procedure.

DURAFLO™ 596 COMPRESSOR SPECIFICATIONS

Typical weight ........................................................ 50 lbs.

Number of cylinders ........................................................ 2

Bore size .............................................. 3.465 in. (88 mm)

Stroke ................................................... 1.968 in. (50 mm)

Calculated displacement at 1250 RPM ................ 27 CFM

Flow Capacity @ 2100 RPM & 120 PSI ............... 23 CFM

Maximum recommended RPM ........................ 3000 RPM

Minimum coolant flow maximum RPM ...... 2.5 Gals./Min.

Approximate horsepower required:

Loaded 1800 RPM at 120 PSIG ............................ 7.5 HP

Unloaded 1800 RPM .............................................. 0.9 HP

Maximum inlet air temperature ............................... 250°F

Maximum discharge air temperature ...................... 400°F

Minimum oil pressure required at

engine idling speed ............................................. 15 PSI

Minimum oil pressure required at

maximum governed engine speed ...................... 15 PSI

Minimum oil-supply line size ............................. 3/16" I.D.

Minimum unloader-line size ............................... 3/16" I.D.

Minimum Governor Cutout Pressure ..................... 130 PSI

TORQUE SPECIFICATIONS

Assembly Torques in inch pounds (in. Ibs.)

13mm Cylinder Head Bolts ................................. 265 - 292

10mm Valve Bolts ............................................... 101 -111

Rear End cover or adapter Bolts/Studs .............. 195 - 212

Bottom Cover ...................................................... 97 - 115

Crankshaft Nut .............................................. 1200 - 1440

Metric (Detroit Diesel)

M12

1.5 ..................................................................... 222

M16

1.5 ..................................................................... 386

M22

1.5 ..................................................................... 531

M27

2 ........................................................................ 792

U.S. (Caterpillar)

1/2"-20 UNF ................................................................222

3/4"-16 UNF ................................................................398

7/8"-14 UNF ................................................................531

1 1/16"-12 UNF ........................................................... 792

DIMENSIONAL DATA

Port Sizes

Metric (Detroit Diesel)

Water inlet ......................................................... M16

1.5

Water outlet ....................................................... M16

1.5

Discharge Safety Valve ....................................... M16

1.5

Air discharge ......................................................... M27

Unloader Port ..................................................... M22

1.5

Oil inlet (end cover or adapter) ............................ M12

1.5

U.S. (Caterpillar)

Water inlet .................................................... 3/4"-16 UNF

Water outlet .................................................. 3/4"-16 UNF

Discharge Safety Valve .................................. 3/4"-16 UNF

Air discharge ............................................ 1 1/16"-12 UNF

Unloader Port ................................................ 7/8"-14 UNF

Oil inlet (end cover or adapter) ....................... 1/2"-20 UNF

*This guide is only for vehicles that use desiccant air dryers.

The guide consists of an introduction to air brake charging system

components, a table showing recommended vehicle maintenance

schedules, and a troubleshooting symptom and remedy section with tests

to diagnose most charging system problems.

Advanced Troubleshooting Guide

for Air Brake Compressors*

This troubleshooting guide obsoletes and supersedes all previous published

troubleshooting information relative to Bendix air compressors.

Air brake charging system:

Slow build (9.0) . . . . . . . . . . . . . . . . . 24 - 25

Doesn’t build air (10.0) . . . . . . . . . . . . . . . 26

Air dryer:

Doesn’t purge (14.0) . . . . . . . . . . . . . . . . . 27

Safety valve releases air (12.0) . . . . . . . . . 27

Compressor:

Constantly cycles (15.0) . . . . . . . . . . . . . . 27

Leaks air (16.0) . . . . . . . . . . . . . . . . . . . . . 28

Safety valve releases air (11.0) . . . . . . . . . 26

Noisy (18.0) . . . . . . . . . . . . . . . . . . . . . . . . 28

Reservoir:

Safety valve releases air (13.0) . . . . . . . . . 27

INDEX

Air Coolant

Engine

Oil

Compressor leaks coolant (17.0) . . . . . . . . . . 28

Oil consumption (6.0) . . . . . . . . . . . . . . . . . . . 24

Oil Test Card results (1.0) . . . . . . . . . . . . . . . . 19

Oil is present:

On the outside of the compressor (2.0) . . . 20

At the air dryer purge/exhaust

or surrounding area (3.0) . . . . . . . . . . . 20

In the supply reservoir (4.0) . . . . . . . . 21 - 23

At the valves (5.0) . . . . . . . . . . . . . . . . . . . 23

At air dryer cartridge (7.0) . . . . . . . . . . . . . 24

In the ping tank or compressor

discharge aftercooler (8.0) . . . . . . . . . . 24

Symptom Page Number

(1) Oil Leakage at Head Gasket . . . 29

(2) System Leakage . . . . . . . . . . . . 29

(3) Compressor Discharge and

Air Dryer Inlet Temperature . . . . 29

(4) Governor Malfunction . . . . . . . . 30

(5) Governor Control Line . . . . . . . . 30

(6) Compressor Unloader . . . . . . . . 30

BASIC Test Information . . . . . . 32-34

Test Procedures

Maintenance Schedule and

Usage Guidelines (Table A) . . 18

Symptom Page Number

Maintenance & Usage Guidelines

Introduction to the Air Brake Charging System

builds the air pressure for the air brake system. The

air compressor is typically cooled by the engine coolant

system and lubricated by the engine oil supply.

The compressor's unloader mechanism and governor

(along with a synchro valve for the Bendix® DuraFlo™

596 air compressor) control the brake system air

pressure between a preset maximum and minimum

pressure level by monitoring the pressure in the service

(or “supply”) reservoir. When the air pressure becomes

greater than that of the preset “cut-out”, the governor

controls the unloader mechanism of the compressor

to stop the compressor from building air and also

causes the air dryer to purge. As the service reservoir

air pressure drops to the “cut-in” setting of the governor,

the governor returns the compressor back to building

air and the air dryer to air drying mode.

As the atmospheric air is compressed, all the water

vapor originally in the air is carried along into the air

system, as well as a small amount of the lubricating oil

as vapor.

The duty cycle is the ratio of time the compressor

spends building air to the total engine running time.

Air compressors are designed to build air (run “loaded”)

up to 25% of the time. Higher duty cycles cause

conditions that affect air brake charging system

performance which may require additional

maintenance. Factors that add to the duty cycle are:

air suspension, additional air accessories, use of an

undersized compressor, frequent stops, excessive

leakage from fittings, connections, lines, chambers or

valves, etc.

The discharge line allows the air, water-vapor and

oil-vapor mixture to cool between the compressor and

air dryer. The typical size of a vehicle's discharge line,

(see column 2 of Table A on page 18) assumes a

compressor with a normal (less than 25%) duty cycle,

operating in a temperate climate. See Bendix and/or

other air dryer manufacturer guidelines as needed.

When the temperature of the compressed air that enters

the air dryer is within the normal range, the air dryer can

remove most of the charging system oil. If the

temperature of the compressed air is above the normal

range, oil as oil-vapor is able to pass through the air

dryer and into the air system. Larger diameter discharge

lines and/or longer discharge line lengths can help reduce

the temperature.

The discharge line must maintain a constant slope

down from the compressor to the air dryer inlet fitting

to avoid low points where ice may form and block the

flow. If, instead, ice blockages occur at the air dryer

inlet, insulation may be added here, or if the inlet fitting

is a typical 90 degree fitting, it may be changed to a

straight or 45 degree fitting. For more information on

how to help prevent discharge line freeze-ups, see

Bendix Bulletins TCH-08-21 and TCH-08-22 (see

pages 35-37). Shorter discharge line lengths or

insulation may be required in cold climates.

The air dryer contains a filter that collects oil droplets,

and a desiccant bed that removes almost all of the

remaining water vapor. The compressed air is then

passed to the air brake service (supply) reservoir. The

oil droplets and the water collected are automatically

purged when the governor reaches its “cut-out” setting.

For vehicles with accessories that are sensitive to small

amounts of oil, we recommended installation of a

Bendix® PuraGuard® system filter, designed to minimize

the amount of oil present.

Air Dryer

Reservoir Drain

Service Reservoir

(Supply Reservoir)

Compressor

Governor

(Governor plus Synchro valve

for the Bendix® DuraFlo™ 596

Compressor)

Discharge

Line

Optional “Ping” Tank

Optional Bendix® PuraGuard®

System Filter or PuraGuard®

QC™ Oil Coalescing Filter

The Air Brake Charging System supplies the

compressed air for the braking system as well as other

air accessories for the vehicle. The system usually

consists of an air compressor, governor, discharge line,

air dryer, and service reservoir.

Compressor with up to 25% duty cycle

Footnotes:

1 With increased air demand the air dryer cartridge needs to be replaced more often.

2 Use the drain valves to slowly drain all reservoirs to zero psi.

3 Allow the oil/water mixture to fully settle before measuring oil quantity.

4 To counter above normal temperatures at the air dryer inlet, (and resultant oil-vapor passing

upstream in the air system) replace the discharge line with one of a larger diameter and/

or longer length. This helps reduce the air's temperature. If sufficient cooling occurs, the

oil-vapor condenses and can be removed by the air dryer. Discharge line upgrades are not

covered under warranty. Note: To help prevent discharge line freeze-ups, shorter discharge

line lengths or insulation may be required in cold climates. (See Bendix Bulletins TCH-08-21

and TCH-08-22, included in Appendix B, for more information.)

5 For certain vehicles/applications, where turbo-charged inlet air is used, a smaller size

compressor may be permissible.

Recom- Recom- Acceptable

Typical Discharge mended mended Reservoir

Compressors Line Air Dryer Reservoir Oil Contents3

No. of Spec'd Cartridge Drain at Regular

Axles Replacement1Schedule2Drain Interval

High Air Use

Low Air Use

e.g. Double/triple trailer, open

highway coach/RV, (most)

pick-up & delivery, yard or

terminal jockey, off-highway,

construction, loggers, concrete

mixer, dump truck, fire truck.

e.g. Line haul single trailer

w/o air suspension, air over

hydraulic brakes.

e.g. Line haul single trailer

with air suspension,

school bus.

e.g. City transit bus, refuse,

bulk unloaders, low boys,

urban region coach, central

tire inflation.

less

Table A: Maintenance Schedule and Usage Guidelines

Recom-

mended

Every

Month -

Max of

every 90

days

Every

Month

Every 3

Years

Every 2

Years

Every

Year

I.D.

Vehicle Used for:

Column 1 Column 2 Column 3 Column 4 Column 5

Regularly scheduled maintenance is the single most important factor in maintaining the air brake charging system.

Note: Compressor and/or air dryer

upgrades are recommended in cases

where duty cycle is greater than the

normal range (for the examples

above).

For Bendix® Tu-Flo® 550 and 750

compressors, unloader service is

recommended every 250,000 miles.

Length

6 ft.

1/2 in.

9 ft.1/2 in.

12 ft.

1/2 in.

5/8 in. 12 ft.

BASIC test

acceptable

range:

5 oil units

per month.

See

appendix

For oil carry-over

control4 suggested

upgrades:

3/4 in. 15 ft.

For oil carry-over

control4 suggested

upgrades:

5/8 in. 15 ft.

For oil carry-over

control4 suggested

upgrades:

5/8 in. 9 ft.

For oil carry-over

control4 suggested

upgrades:

5/8 in. 12 ft.

Compressor with less than 15% duty

cycle

Compressor with up to 25% duty cycle

Bendix® BA-921™ air compressor

Bendix® Tu-Flo® 550 air compressor

Bendix® Tu-Flo® 750 air compressor

Bendix® BA-922™, or DuraFlo™ 596 air compressor

BASIC test

acceptable

range:

3 oil units

per month.

See

appendix

For the

BASIC

Test Kit:

Order

Bendix

P/N

5013711

Air Brake Charging System Troubleshooting

How to use this guide:

1.0 Oil Test Card

Results

Not a valid test. Discontinue using this test.

Do not use this card test to diagnose

compressor "oil passing" issues. They are

subjective and error prone. Use only the

Bendix Air System Inspection Cup (BASIC) test

and the methods described in this guide for

advanced troubleshooting.

The Bendix® BASIC™ test should be the

definitive method for judging excessive oil

fouling/oil passing. (See Appendix A, on

page 32 for a flowchart and expanded

explanation of the checklist used when

conducting the BASIC™ test.)

Symptom: What it may indicate: What you should do:

Find the symptom(s) that you see, then move to the right to

find the possible causes (“What it may indicate”) and

remedies (“What you should do”).

Review the warranty policy before performing any intrusive

compressor maintenance. Unloader or cylinder head gasket

replacement and resealing of the bottom cover plate are

usually permitted under warranty. Follow all standard safety

procedures when performing any maintenance.

Look for:

Normal - Charging system is working within

normal range.

Check - Charging system needs further

investigation.

Bendix®

BASIC™ Test

WARNING! 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.

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™ air dryer system or a dryer

reservoir 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 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, fittings, etc.

must be of equivalent size, type and strength as original

equipment and be designed specifically 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.

Symptom: What it may indicate: What you should do:

2.2 Oil leaking

from compressor:

(a)Excessive leak at head gasket.

(b)Leak at bottom cover plate.

(c)Leak at internal rear flange gasket.

(d)Leak through crankcase.

(e)(If unable to tell source of leak.)

ðGo to Test 1 on page 29.

ðReseal bottom cover plate using RTV

silicone sealant.

ðReplace compressor.

ðClean compressor and check periodically.

Air brake charging system functioning

normally.

ðAir dryers remove water and oil from the

air brake charging system.

Check that regular maintenance is being

performed. Return the vehicle to service.

An optional kit (Bendix piece number

5011327 for the Bendix® AD-IS™ or AD-IP™

air dryers, or 5003838 for the Bendix®

AD-9™ air dryer) is available to redirect the

air dryer exhaust.

3.0 Oil at air dryer

purge/exhaust or

surrounding area

(c)

2.0 Oil on the

Outside of the

Compressor

Find the source and repair. Return the vehicle

to service.

ðRepair or replace as necessary. If the

mounting bolt torques are low, replace the

gasket.

ðReplace the fitting gasket. Inspect inlet

hose and replace as necessary.

ðReplace gasket or fitting as necessary to

ensure good seal.

ðInspect and repair as necessary.

Engine and/or other accessories

leaking onto compressor.

(a)Leak at the front or rear (fuel

pump, etc.) mounting flange.

(b)Leak at air inlet fitting.

(c)Leak at air discharge fitting.

(d)Loose/broken oil line fittings.

2.1 Oil leaking at

compressor / engine

connections:

(a)

Head

gasket

and rear

flange

gasket

locations.

(c)

4.0 Oil in Supply or

Service Reservoir

(air dryer installed)

(If a maintained Bendix®

PuraGuard® system filter

or Bendix® PuraGuard®

QC™ oil coalescing filter

is installed, call

1-800-AIR-BRAKE

(1-800-247-2725) and

speak to a Tech Team

member.)

(a)If air brake charging system

maintenance has not been

performed.

That is, reservoir(s) have not been

drained per the schedule in Table

A on page 18, Column 4 and/or the

air dryer maintenance has not

been performed as in Column 3.

(b)If the vehicle maintenance has

been performed as recom-

mended in Table A on page 18,

some oil in the reservoirs is normal.

ðDrain all air tanks and check vehicle at next

service interval using the Bendix® BASIC™

test. See Table A on page 18, column 3

and 4, for recommended service schedule.

ðDrain all air tanks into Bendix® BASIC™ test

cup (Bendix Air System Inspection Cup).

If less than one unit of reservoir contents

is found, the vehicle can be returned to

service. Note: If more than one oil unit

of water (or a cloudy emulsion mixture)

is present, change the vehicle's air

dryer, check for air system leakage (Test

2, on page 29), stop inspection and

check again at the next service interval.

See the BASIC™ test kit for full details.

If less than one "oil unit" of water (or water/

cloudy emulsion mixture) is present, use

the BASIC™ test cup chart on the label of

the cup to determine if the amount of oil

found is within the acceptable level.

ðIf within the normal range, return the

vehicle to service. For vehicles with

accessories that are sensitive to small

amounts of oil, consider a Bendix®

PuraGuard® QC™ oil coalescing filter.

ðIf outside the normal range go to

Symptom 4.0(c).

Also see the Table A on page 18, column

3 for recommended air dryer cartridge

replacement schedule.

Maintenance

(a)

ðGo to

Test 2 on page 29.

ðSee Table A, column 1, on page 18 for

recommended compressor sizes.

ðIf the compressor is "too small" for

the vehicle's role (for example, where a

vehicle's use has changed or service

conditions exceed the original vehicle or

engine OE spec's) then upgrade the

compressor. Note: The costs incurred (e.g.

installing a larger capacity compressor,

etc.) are not covered under original

compressor warranty.

ðIf the compressor is correct for the

vehicle, go to Symptom 4.0 (e).

Duty cycle too high

Symptom: What it may indicate: What you should do:

See Table A, on page 18,

for maintenance

schedule information.

Drain all air tanks (reservoirs)

into the Bendix® BASIC™ test

cup. (Bendix kit P/N 5013711).

The duty cycle is the ratio of time the compressor spends

building air to total engine running time. Air compressors

are designed to build air (to "run loaded") up to 25% of the

time. Higher duty cycles cause conditions that affect air

brake charging system performance which may require

additional maintenance. Factors that add to the duty cycle

are: air suspension, additional air accessories, use of an

undersized compressor, frequent stops, excessive leakage

from fittings, connections, lines, chambers or valves, etc.

(d)Compressor may be undersized for

the application.

Symptom: What it may indicate: What you should do:

(e)Air compressor discharge and/or

air dryer inlet temperature too high.

(f) Insufficient coolant flow.

(g) Restricted discharge line.

ðCheck temperature as outlined in Test 3

on page 29. If temperatures are normal

go to 4.0(h).

ðInspect coolant line. Replace as necessary

(I.D. is 1/2").

ðInspect the coolant lines for kinks and

restrictions and fittings for restrictions.

Replace as necessary.

ðVerify coolant lines go from engine block

to compressor and back to the water pump.

Repair as necessary.

ðIf discharge line is restricted or more than

1/16" carbon build up is found, replace the

discharge line. See Table A, column 2, on

page 18 for recommended size. Replace

as necessary.

ðThe discharge line must maintain a

constant slope down from the compressor

to the air dryer inlet fitting to avoid low

points where ice may form and block the

flow. If, instead, ice blockages occur at the

air dryer inlet, insulation may be added

here, or if the inlet fitting is a typical 90

degree fitting, it may be changed to a

straight or 45 degree fitting. For more

information on how to help prevent discharge

line freeze-ups, see Bendix Bulletins

TCH-08-21 and TCH-08-22 (Appendix B).

Shorter discharge line lengths or insulation

may be required in cold climates.

Temperature

Other

ðCheck compressor air inlet line for

restrictions, brittleness, soft or sagging

hose conditions etc. Repair as necessary.

Inlet line size is 3/4 ID. Maximum

restriction requirement for compressors is

25 inches of water.

ðCheck the engine air filter and service if

necessary (if possible, check the air filter

usage indicator).

(h) Restricted air inlet (not enough air

to compressor).

(g)

(h)

4.0 Oil in Supply

or Service

Reservoir*

(air dryer installed)

(continued)

(f)

(e)

(g)

Kinked discharge line shown.

Partly

collapsed

inlet line

shown.

Testing the temperature

at the discharge fitting. Inspecting the coolant hoses.

*If a maintained Bendix® PuraGuard® system filter or Bendix® PuraGuard® QC™ oil coalescing

filter is installed, call 1-800-AIR-BRAKE (1-800-247-2725) and speak to a Tech Team

member.

Symptom: What it may indicate: What you should do:

(i) Poorly filtered inlet air (poor air

quality to compressor).

(j) Governor malfunction or setting.

(k) Compressor malfunction.

4.0 Oil in Supply

or Service

Reservoir*

(air dryer installed)

(continued)

ðCheck for leaking, damaged or defective

compressor air inlet components (e.g.

induction line, fittings, gaskets, filter bodies,

etc.). Repair inlet components as needed.

Note: Dirt ingestion will damage

compressor and is not covered under

warranty.

ðGo to Test 4 on page 30.

ðIf you found excessive oil present in the

service reservoir in step 4.0 (b) above and

you did not find any issues in steps 4.0 (c)

through 4.0 (j) above, the compressor may

be passing oil.

Replace compressor. If still under

warranty, follow normal warranty process.

Note: After replacing a compressor,

residual oil may take a considerable period

of time to be flushed from the air brake

system.

Other (cont.)

Inspect the

engine air

cleaner.

** SAE J2024 outlines tests all air brake system pneumatic

components need to be able to pass, including minimum

levels of tolerance to contamination.

5.0 Oil present at

valves (e.g. at

exhaust, or seen

during servicing).

Air brake system valves are required

to tolerate a light coating of oil.

ðA small amount of oil does not affect SAE

J2024** compliant valves.

ðCheck that regular maintenance is being

performed and that the amount of oil in the

air tanks (reservoirs) is within the

acceptable range shown on the Bendix®

BASIC™ test cup (see also column 5 of

Table A on page 18). Return the vehicle to

service.

For oil-sensitive systems, see page 17.

Genuine

Bendix

valves are

all SAE

J2024

compliant.

*If a maintained Bendix® PuraGuard® system filter or Bendix® PuraGuard® QC™ oil coalescing

filter is installed, call 1-800-AIR-BRAKE (1-800-247-2725) and speak to a Tech Team

member.

Crankcase Flooding

Consider installing a compressor bottom drain kit

(where available) in cases of chronic oil passing

where all other operating conditions have been

investigated. Bendix compressors are designed to

have a 'dry' sump and the presence of excess oil in

the crankcase can lead to oil carryover.

Symptom: What it may indicate: What you should do:

8.0 Oil in ping tank

or compressor dis-

charge aftercooler.

Air brake charging system is

functioning normally.

ðAir dryers remove water and oil from the air

brake charging system. A small amount of

oil is normal. Check that regular

maintenance is being performed and that

the amount of oil in the air tanks

(reservoirs) is within the acceptable range

shown by the BASIC™ Test (see also

column 5 of Table A on page 18). Replace

the air dryer cartridge as needed and return

the vehicle to service.

7.0 Oil present at

air dryer cartridge

during

maintenance.

A problem with engine or other engine

accessory.

ðSee engine service manual.

6.0 Excessive oil

consumption in

engine.

Air brake charging system is

functioning normally.

ðFollow vehicle O.E. maintenance

recommendation for these components.

(a)Air brake charging system

functioning normally.

(b) Air brake system leakage.

the application.

(d) Compressor unloader mechanism

malfunction.

(e)Damaged compressor head

gasket.

ðUsing dash gauges, verify that the

compressor builds air system pressure

from 85-100 psi in 40 seconds or less with

engine at full governed rpm. Return the

vehicle to service.

ðGo to Test 2 on page 29.

ðSee Table A, column 1, on page 18 for

some typical compressor applications. If

the compressor is "too small" for the

vehicle's role, for example, where a

vehicle's use has changed, then upgrade

the compressor. Note: The costs incurred

(e.g. installing a larger capacity

compressor, etc.) are not covered under

original compressor warranty.

ðGo to Test 6 on page 30.

ðAn air leak at the head gasket may indicate

a downstream restriction such as a

freeze-up or carbon blockage and/or could

indicate a defective or missing safety

valve. Find blockage (go to 9.0(f) for

details.) and then replace the compressor.

Do not re-use the safety valve without

testing. See Symptom 12.0(a).

9.0 Air brake

charging system

seems slow to

build pressure.

The engine

service

manual has

information.

Oil shown

leaking

from an air

dryer

cartridge.

Symptom: What it may indicate: What you should do:

(g) Restricted air inlet (not enough air

to compressor).

ðCheck compressor air inlet line for

restrictions, brittleness, soft or sagging

hose conditions etc. Repair as necessary.

Refer to vehicle manufacturer’s guidelines

for inlet line size.

ðCheck the engine air filter and service if

necessary (if possible, check the air filter

usage indicator).

(i) Compressor malfunction. ðReplace the compressor only after making

certain that none of the preceding

conditions, 9.0 (a) through 9.0 (h), exist.

(h)Poorly filtered inlet air (poor air

quality to compressor).

ðCheck for leaking, damaged or defective

compressor air inlet components (e.g.

induction line, fittings, gaskets, filter

bodies, etc.). Repair inlet components as

needed. Note: Dirt ingestion will damage

compressor and is not covered under

warranty.

9.0 Air brake

charging system

seems slow to

build pressure.

(continued)

(f) Restricted discharge line. ðIf discharge line is restricted:

ðBy more than 1/16" carbon build up,

replace the discharge line (see Table A,

column 2, on page 18 for recommended

size) and go to Test 3 on page 29.

ðBy other restrictions (e.g. kinks).

Replace the discharge line. See Table A,

column 2, on page 18 for recommended

size. Retest for air build. Return vehicle to

service or, if problem persists, go to 9.0(a).

ðThe discharge line must maintain a

constant slope down from the compressor

to the air dryer inlet fitting to avoid low points

where ice may form and block the flow. If,

instead, ice blockages occur at the air dryer

inlet, insulation may be added here, or if

the inlet fitting is a typical 90 degree fitting,

it may be changed to a straight or 45 degree

fitting. For more information on how to help

prevent discharge line freeze-ups, see

Bendix Bulletins TCH-08-21 and

TCH-08-22 (Appendix B). Shorter

discharge line lengths or insulation may be

required in cold climates.

(f)

(g)

Kinked discharge line shown.

Dash gauges.

Partly collapsed

inlet line shown.

Symptom: What it may indicate: What you should do:

10.0 Air charging

system doesn’t

build air.

(a) Governor malfunction*.

(b) Restricted discharge line.

exhaust port frozen open.

(d) Compressor malfunction.

ðGo to Test 4 on page 30.

ðSee 9.0(f).

ðReplace air dryer heater.

ðReplace the compressor only after making

certain the preceding conditions do not

exist.

11.0 Compressor

safety valve

releases air

(Compressor

builds too much

air).

(a) Restricted discharge line.

(b)Downstream air brake system

check valves or lines may be

blocked or damaged.

(d) Compressor safety valve

malfunction.

(e) Compressor unloader mechanism

malfunction.

(f) Governor malfunction.

ðIf discharge line is restricted:

ðBy more than 1/16" carbon build up,

replace the discharge line (see Table A,

column 2, on page 18 for recommended

size) and go to Test 3 on page 29.

ðBy other restrictions (e.g. kinks).

Replace the discharge line. See Table A,

column 2, on page 18 for recommended

size.

ðThe discharge line must maintain a

constant slope down from the compressor

to the air dryer inlet fitting to avoid low

points where ice may form and block the

flow. If, instead, ice blockages occur at the

air dryer inlet, insulation may be added

here, or if the inlet fitting is a typical 90

degree fitting, it may be changed to a

straight or 45 degree fitting. For more

information on how to help prevent discharge

line freeze-ups, see Bendix Bulletins TCH-

08-21 and TCH-08-22 (Appendix B).

Shorter discharge line lengths or insulation

may be required in cold climates.

ðInspect air lines and verify check valves

are operating properly.

ðEnsure discharge line is installed into the

inlet of the air dryer and delivery is routed

to the service reservoir.

ðVerify relief pressure is 250 psi. Replace

if defective.

ðGo to Test 6 on page 30.

ðGo to Test 4 on page 30.

Damaged

discharge

line

shown.

* Note: For the Bendix® DuraFlo™ 596 air compressor, not only

the governor, but also the SV-1™ synchro valve used would

need to be tested. See Bulletin TCH-001-048.

Symptom: What it may indicate: What you should do:

15.0 Compressor

constantly cycles

(compressor

remains unloaded

for a very short

time.)

(a)Air brake charging system

maintenance not performed.

(b) Compressor unloader mechanism

malfunction.

check valve malfunction.

(d) Air brake system leakage.

ðAvailable reservoir capacity may be

reduced by build up of water etc. Drain

and perform routine maintenance per

Table A, columns 3 & 4, on page 18.

ðGo to Test 6 on page 30.

ðVerify operation of air dryer. Follow vehicle

O.E. maintenance recommendations and

component Service Data information.

ðGo to Test 2 on page 29.

14.0 Air dryer

doesn’t purge.

(Never hear

exhaust from air

dryer.)

(a) Air dryer malfunction.

(b) Governor malfunction.

(d)Improper governor control line

installation to the reservoir.

ðVerify operation of air dryer. Follow vehicle

O.E. maintenance recommendations.

ðGo to Test 4 on page 30.

ðGo to Test 2 on page 29.

ðGo to Test 5 on page 30.

12.0 Air dryer

safety valve

releases air.

(a) Restriction between air dryer and

reservoir.

(b) Air dryer safety valve malfunction.

(c)Air dryer maintenance not

performed.

(d) Air dryer malfunction.

(e)Improper governor control line

installation to the reservoir.

(f) Governor malfunction.

ðInspect delivery lines to reservoir for

restrictions and repair as needed.

ðVerify relief pressure is at vehicle or

component manufacturer specifications.

Replace if defective.

ðSee Maintenance Schedule and Usage

Guidelines (Table A, column 3, on page

18).

ðVerify operation of air dryer. Follow vehicle

O.E. maintenance recommendations and

component Service Data information.

ðGo to Test 5 on page 30.

ðGo to Test 4 on page 30.

13.0 Reservoir

safety valve

releases air

(a) Reservoir safety valve malfunction.

(b) Governor malfunction.

malfunction.

ðVerify relief pressure is at vehicle or

component manufacturer's specifications

(typically 150 psi). Replace if defective.

ðGo to Test 4 on page 30.

ðGo to Test 6 on page 30.

Technician removes

governor.

Air dryer

safety valve

Symptom: What it may indicate: What you should do:

This guide attempts to cover most

compressor system problems. Here are

some rare sources of problems not

covered in this guide:

• Turbocharger leakage. Lubricating oil

from leaking turbocharger seals can enter

the air compressor intake and give

misleading symptoms.

• Where a compressor does not have a

safety valve installed, if a partial or

complete discharge line blockage has

occurred, damage can occur to the

connecting rod bearings. Damage of this

kind may not be detected and could lead

to compressor problems at a later date.

17.0 Compressor

leaks coolant

(a)Improperly installed plugs or

coolant line fittings.

(b)Damaged compressor head

gasket.

ðInspect for loose or over-torqued fittings.

Reseal and tighten loose fittings and plugs

as necessary. If overtorqued fittings and

plugs have cracked ports in the head,

replace the compressor.

ðAn air leak at the head gasket may indicate

a downstream restriction such as a freeze-

up or carbon blockage and/or could

indicate a defective or missing safety

valve. Find blockage (go to 9.0(f) for

details.) and then replace the compressor.

Do not re-use the safety valve without

testing. See Symptom 12.0(a).

ðIf casting porosity is detected, replace the

compressor.

18.0 Noisy

compressor

(Multi-cylinder

compressors only)

(a) Damaged compressor. ðReplace the compressor.

Testing for leaks

with soap solution.

16.0 Compressor

leaks air

(a)Compressor leaks air at

connections or ports.

(b) Compressor unloader mechanism

malfunction.

(c)Damaged compressor head

gasket.

ðCheck for leaking, damaged or defective

compressor fittings, gaskets, etc. Repair

or replace as necessary.

ðGo to Test 6 on page 30.

ðAn air leak at the head gasket may indicate

a downstream restriction such as a freeze-

up or carbon blockage and/or could

indicate a defective or missing safety

valve. Find blockage (go to 9.0(f) for

details.) and then replace the compressor.

Do not re-use the safety valve without

testing. See Symptom 12.0(a).

Other Miscellaneous Areas to Consider

Head

gasket

location

Tests

Exterior leaks at the head gasket are not a sign that oil is being passed

into the air charging system. Oil weepage at the head gasket does not

prevent the compressor from building air.

Observe the amount of weepage from the head gasket.

If the oil is only around the cylinder head area, it is acceptable (return the

vehicle to service), but, if the oil weepage extends down to the nameplate area

of the compressor, the gasket can be replaced.

Test 1: Excessive Oil Leakage at the

Head Gasket

Inspect for air leaks when working on a vehicle and

repair them promptly.

Park the vehicle on level ground and chock wheels.

Build system pressure to governor cut-out and allow

the pressure to stabilize for one minute.

Step 1: Observe the dash gauges for two additional

minutes without the service brakes applied.

Step 2: Apply the service brakes and allow the

pressure to stabilize. Continue holding for two

minutes (you may use a block of wood to hold the

pedal in position.) Observe the dash gauges.

If you see any noticeable decrease of the dash air

gauge readings (i.e. more than 4 psi, plus two psi

for each additional trailer) during either two minute

test, repair the leaks and repeat this test to confirm

that they have been repaired.

Air leaks can also be found in the charging system,

parking brakes, and/or other components - inspect

and repair as necessary.

Test 2: Air Brake System and Accessory Leakage

Caution: The temperatures used in this test

are not normal vehicle conditions.

Above normal temperatures can cause oil (as

vapor) to pass through the air dryer into the

air brake system.

This test is run with the engine at normal

operating temperature, with engine at max. rpm.

If available, a dyno may be used.

1. Allow the compressor to build the air system

pressure to governor cut-in.

2. Pump the brakes to bring the dash gauge

pressure to 90 psi.

3. Allow the compressor to build pressure from

95 to 105 psi gauge pressure and maintain

this pressure range by cycling the brakes for

five (5) minutes.

4. Then, while maintaining max rpm and

pressure range, measure and record the

surface temperature of the fittings:

ðat the compressor discharge port. (T1).

ðat the air dryer inlet fitting. (T2).

Use a touch probe thermocouple for

measuring the temperature.

5. See table below.

6. Retest before returning the vehicle to service.

Test 3: Air Compressor Discharge

Temperature and Air Dryer Inlet

Temperature*

Discharge Line

Compressor Air Dryer

Discharge Inlet

Fitting Fitting

Action

under under Temperatures are within

360°F 200°F normal range for this test, check

other symptoms. Go to 4.0 (h).

under over This could indicate a discharge

360°F 200°F line problem (e.g. restriction).

Call 1-800-AIR-BRAKE

(1-800-247-2725)

and speak with our Tech Team.

over __ Compressor is running hot.

360°F Check coolant 4(f) and/or

discharge line 4(g).

T1 T2

(* Note that only vehicles that have passed Test 2

would be candidates for this test.)

LOOK

FOR

WEEPAGE

1. Ensure that the governor control line from the

reservoir is located at or near the top of the

reservoir. (This line, if located near the bottom

of the reservoir, can become blocked or

restricted by the reservoir contents e.g. water

or ice.)

Bendix® Compressors: Park vehicle, chock

wheels, and follow all standard safety procedures.

Remove the governor and install a fitting to the

unloader port. Add a section of air hose (min 1ft

long for a 1/2" diameter line) and a gauge to the

fitting followed by a shut-off valve and an air

source (shop air or small air tank). Open the shut

Test 5: Governor Control Line

Test 6: Compressor Unloader Leakage

1. Inspect control lines to and from the governor

for restrictions (e.g. collapsed or kinked).

Repair as necessary.

2. Using a calibrated external gauge in the supply

reservoir, service reservoir, or reservoir port

of the D-2™ governor, verify cut-in and cut-

out pressures are within vehicle OEM

specification.

3. If the governor is malfunctioning, replace it.

Tests (continued)

Test 4: Governor Malfunction

2. Perform proper reservoir drain intervals and

air dryer cartridge maintenance per

Maintenance Schedule and Usage Guidelines

(Table A on page 18).

3. Return the vehicle to service.

off and charge the unloader port by allowing air

pressure to enter the hose and unload the

compressor. Shut off the air supply and observe

the gauge. A steady reading indicates no leakage

at the unloader port, but a falling reading shows

that the unloader mechanism is leaking and needs

to be serviced.

NOTES

High

START BASIC TEST

Is this a

transit vehicle, bulk

unloader, or has more

than 5 axles?

YES, this is a high

air use

vehicle.

NO, this is a low air

use vehicle.

Park vehicle on ground.LEVEL

Chock wheels, drain air from system.

Drain contents of air

tanks into

ALL

BASIC cup

™

• water, or

• cloudy emulsion

mixture

Is this vehicle

being re-tested? (after

water, etc. was found

last time?)

YES

Is the

point above

the HIGH Air Use

lineonthe

cup?

YES

Does

the vehicle have

excessive air

leakage?

Repair leaks and

return vehicle to

service

Is there

less than one

unit of liquid? END TEST

Vehicle OK.

Return vehicle to

service.

YES

NO, only oil.

Vehicle OK.

Return vehicle to

service.

Find the point on the label

where the number of oil units

meets the number of days*

since the vehicle's air tanks

were last drained.

Is the

point above

the LOW Air Use

lineonthe

cup?

YES

END TEST

Compressor

Change air dryer

cartridge**

Re-test with the

BASIC Test after

™

30 days***

Test for air

leakage

Find the point on the label

where the number of oil units

meets the number of days*

since the vehicle's air tanks

were last drained.

Cloudy emulsion mixture

Go to the

Advanced

Troubleshooting

Guide to find

reason(s) for

presence of water

END TEST

Test for air

leakage

END TEST

there more

than one unit of:

High

Low

High

Service writer records info - including

the number of days since all air tanks

were ills out symptom

checklist. Technician inspects items.

drained - and f

days

Use Test 2:

Air Leakage

UseTest2:

Air Leakage

Re-test with the

BASIC Test after

™

30 days***

NO (did not know

when last

drained)

Was

the number of

days since last

draining

known?

YES, number of days

was known (30 - 90 days)

END TEST

Bendix® Air System Inspection Cup

(BASIC™) Test Information

Appendix A: Information about the BASIC™ Test Kit (Bendix P/N 5013711)

* If the number of days since the air tanks were drained is

unknown - use the 30 day line.

** Note: Typical air dryer cartridge replacement schedule is every

3 yrs/ 300K miles for low air use vehicles and every year/100K

miles for high air use vehicles.

*** To get an accurate reading for the amount of oil collected

during a 30 day period, ask the customer not to drain the air

tanks before returning. (Note that 30-90 days is the

recommended air tank drain schedule for vehicles equipped

with a Bendix air dryer that are properly maintained.) If, in cold

weather conditions, the 30 day air tank drain schedule is longer

than the customer's usual draining interval, the customer must

determine, based on its experience with the vehicle, whether to

participate now, or wait for warmer weather. See the cold

weather tips in Bulletins TCH-008-21 and TCH-008-22 (included

on pages 35-37 of this document).

****Note: After replacing a compressor, residual oil may take a

considerable period of time to be flushed from the air brake system.

Replace the Compressor. If under warranty, follow standard

procedures.

If, after a compressor was already replaced, the vehicle fails the

BASIC™ test again, do not replace the compressor**** - use the

Advanced Troubleshooting Guide to investigate the cause(s).

Footnote 1: Note: Typical air dryer cartridge replacement schedule is every 3 yrs/300K miles for low air use vehicles and every year/100K miles for

high air use vehicles.

Footnote 2: To get an accurate reading for the amount of oil collected during a 30 day period, ask the customer not to drain the air tanks before

returning. (Note that 30-90 days is the recommended air tank drain schedule for vehicles equipped with a Bendix air dryer that are properly

maintained.) If, in cold weather conditions, the 30 day air tank drain schedule is longer than the customer's usual draining interval, the customer

must determine, based on its experience with the vehicle, whether to participate now, or wait for warmer weather. See the cold weather tips in

Bulletins TCH-008-21 and TCH-008-22 (included in Appendix B of the advanced troubleshooting guide).

Note for returning vehicles that are being

retested after a water/cloudy emulsion

mixture was found last time and the air

dryer cartridge replaced: If more than one

oil unit of water or a cloudy emulsion mixture

is found again, stop the BASIC™ test and

consult the air dryer's Service Data sheet

troubleshooting section.

* Note: A confirmed com-

plaint above does NOT mean

that the compressor must be

replaced.

The full BASIC™ test below

will investigate the facts.

Customer’s Complaint Have you confirmed complaint?

(Please check all that apply)

“Relay valve q leaks oil / q malfunctions” . . . . . . . q no q yes*

“Dash valve q leaks oil / q malfunctions” . . . . . . . q no q yes*

q “Air dryer leaks oil” . . . . . . . . . . . . . . . . . . . . . . . q no q yes*

q “Governor malfunction” . . . . . . . . . . . . . . . . . . . . q no q yes*

q “Oil in gladhands” . . . . . . . . . . . . . . . . . . . . . . . . q no q yes*

how much oil did you find? ________________________________

q “Oil on ground or vehicle exterior” . . . . . . . . . . . q no q yes*

amount described: ______________________________________

q “Short air dryer cartridge life”

replaces every: ______________ q miles, q kms, or q months

q “Oil in air tanks” amount described:_______________________

We will measure amount currently found when we get to step B of the test.

q “Excessive engine oil loss” amount described: ______________

Is the engine leaking oil? . . . . . . . . . . . . . . . . . . . . . q no q yes*

Is the compressor leaking oil? . . . . . . . . . . . . . . . . . q no q yes*

q Other complaint:

______________________________________

q No customer complaint.

Checklist for Technician

The Service Writer fills out these fields with information gained from the customer

The Service Writer

also checks off any

complaints that the

customer makes to

help the Technician

in investigating.

The Technician

checks boxes for

any of the

complaints that

can be confirmed.

STEP A - Select one:

BASIC™ test starts here:

STEP B - Measure the Charging System Contents

The Technician selects the air use

category for the vehicle. This

decided which of the two accep-

tance lines on the cup will be used

for the test below.

For an accurate test, the

contents of all the air tanks on

the vehicle should be used.

Then go to Step B.

Number of Days Since Air Tanks Were Last Drained: ________ Date: ___________Vehicle #: ____________

Engine SN __________________________ Vehicle Used for: _______________Typical Load:________ (lbs.)

No. of Axles: ____ (tractor) ____ (trailer) No. of Lift Axles: ____ Technician’s Name: ____________________

q This is a low air use vehicle: Line haul (single trailer) with 5 or less axles, or

q This is a high air use vehicle: Garbage truck, transit bus, bulk unloader, or

line haul with 6 or more axles.

1. Park and chock vehicle on level ground. Drain the air system by

pumping the service brakes.

2. Completely drain ALL the air tanks into a single BASIC™ cup.

3. If there is less than one unit of contents total, end the test now and

return the vehicle to service. Vehicle passes.

4. If more than one oil unit of water (or a cloudy emulsion mixture)

is found:

Otherwise, go to Step C.

Filling in the Checklist for the Bendix® Air System Inspection Cup (BASIC™) Test

Note: Follow all standard safety precautions. For vehicles using a desiccant air dryer.

Appendix A continued: Information about the BASIC™ Test Kit (Bendix P/N 5013711)

Oil

Units

(a) Change the vehicle’s air dryer cartridge

- see Footnote 1,

(b) Conduct the 4 minute leakage test (Step D),

again after 30 days - see Footnote 2. STOP

+ CK.

Park the vehicle on level ground and chock wheels. Build system pressure to governor cut-out

and allow the pressure to stabilize for one minute.

1: Observe the dash gauges for two additional minutes without the service brakes applied.

2: Apply service brakes for two minutes (allow pressure to stabilize) and observe the dash

gauges.

If you see any noticeable decrease of the dash air gauge readings repair leaks. Repeat

this test to confirm that air leaks have been repaired and return vehicle to service. Please

repeat BASIC™ test at next service interval. Note: Air leaks can also be found in the charging

system, parking brakes, and/or other components - inspect and repair as necessary.

STEP E - If no air leakage was detected in Step D

STEP D - Air Brake System Leakage Test

STEP C - How to Use the BASIC™ Test

Oil

Level

Sixty days since last air

tank draining

Decision point

The Technician uses the chart (label) on the

BASIC™ test cup to help decide the action to take,

based on the amount of oil found. Use the lower

acceptance line for low air use vehicles, and upper

line for high air use vehicles (from Step A).

Acceptance

Lines

If no air leakage was detected, and if you are conducting

this test after completing Step C, go to Step E.

BASIC™ Test Example

An oil level of 4 units in a sixty-day period is within the

acceptance area (at or below the line) for both low

and high air use vehicles. Return the vehicle to service.

1. Record days since air

tanks were last drained.

3. Action to

take

2. Record amount

of oil found:

If number of days is:

30-60 days (high air

use) or

30-90 days (low air use)

if oil level is at or below

acceptance line for number

of daysè

if oil level is above

acceptance line for number

of days è

System OK.

Return to service.

Otherwise . . .

(if the number of days is

unknown, or outside the

limits above)

if oil level is at or below

30-day acceptance line è

if oil level is above 30-day

acceptance line è

STOP

TEST

Stop inspection.

Test again

after 30 days.

See Footnote 2.

_________ days _________ units

Go to Step D

System OK.

Return to service.

STOP

TEST

STOP

+ CK.

The Technician looks for the point where the number

of days since the air tanks were drained meets the

oil level. If it is at or below the (low or high use)

acceptance line, the vehicle has passed the test. If

the point is above the line we go to the leakage test. Air leakage is the number one

cause of compressors having

to pump excessive amounts of

air, in turn run too hot and

pass oil vapor along into the

system. Here the Technician

conducts a four-minute test to

see if leakage is a problem

with the vehicle being tested.

The Technician only reaches

Step E if the amount of oil

found, for the amount of time

since the air tanks were last

drained exceeds the accep-

tance level, AND the vehicle

passes the four-minute

leakage test (no noticeable

leakage was detected).

Replace the compressor.

Note: If the compressor is within warranty period,

please follow standard warranty procedures. Attach

the completed checklist to warranty claim.

Filling in the Checklist for the Bendix® Air System Inspection Cup (BASIC™) Test

Note: Follow all standard safety precautions. For vehicles using a desiccant air dryer.

Appendix A continued: Information about the BASIC™ Test Kit (Bendix P/N 5013711)

Technical Bulletin

Bulletin No.: TCH-008-021 Effective Date: 11/1/92 Page: 1 of 2

Subject: Air Brake System - Cold Weather Operation Tips

As the cold weather approaches, operators and fleets alike begin to look to their vehicles with an eye

toward “winterization”, and particularly what can be done to guard against air system freeze-up. Here

are some basic “Tips” for operation in the cold weather.

Engine Idling

Avoid idling the engine for long periods of time! In addition to the fact that most engine

manufacturers warn that long idle times are detrimental to engine life, winter idling is a big factor in

compressor discharge line freeze-up. Discharge line freeze-ups account for a significant number of

compressor failures each year. The discharge line recommendations under “Discharge Lines” are

important for all vehicles but are especially so when some periods of extended engine idling can not

be avoided.

Discharge Lines

The discharge line should slope downward form the compressor discharge port without forming water

traps, kinks, or restrictions. Cross-overs from one side of the frame rail to the other, if required,

should occur as close as possible to the compressor. Fitting extensions must be avoided.

Recommended discharge line lengths and inside diameters are dependent on the vehicle application

and are as follows.

Typical P&D, School Bus and Line Haul

The maximum discharge line length is 16 feet.

Length I.D. Min. Other Requirements

6.0-9.5 ft. ½ in. None

9.5-12 ft. ½ in. Last 3 feet, including fitting at the end of the

discharge line, must be insulated with ½ inch thick closed

cell polyethylene pipe insulation.

12-16 ft. 5/8 in. Last 3 feet, including fitting at the end of the

discharge line, must be insulated with ½ inch thick

closed cell polyethylene pipe insulation.

If the discharge line length must be less than 6 feet or greater than 16 feet, contact your local

Bendix representative.

Appendix B

Bulletin No.: TCH-008-021 Effective Date: 11/1/92 Page: 2 of 2

High Duty Cycle Vehicles (City Transit Coaches, Refuse Haulers, Etc.)

The maximum discharge line length is 16 feet.

Length I.D. min. Other Requirements

10-16 ft. ½ in. None

If the discharge line length must be less than 10 feet or greater than 16 feet, contact your local Bendix

representative.

System Leakage

Check the air brake system for excessive air leakage using the Bendix “Dual System Air Brake Test

and Check List” (BW1279). Excessive system leakage causes the compressor to “pump” more air

and also more moisture into the brake system.

Reservoir Draining (System Without Air Dryer)

Routine reservoir draining is the most basic step (although not completely effective) in reducing the

possibility of freeze-up. All reservoirs in a brake system can accumulate water and other contamination

and must be drained! The best practice is to drain all reservoirs daily. When draining reservoirs; turn

the ENGINE OFF and drain ALL AIR from the reservoir, better still, open the drain cocks on all

reservoirs and leave them open over night to assure all contamination is drained (reference Service

Data Sheet SD-04-400 for Bendix Reservoirs). If automatic drain valves are installed, check their

operation before the weather turns cold (reference Service Data Sheet SD-03-2501 for Bendix®

DV-2™ Automatic Drain Valves). It should be noted that, while the need for daily reservoir draining is

eliminated through the use of an automatic drain valve, periodic manual draining is still required.

Alcohol Evaporator or Injector Systems

Check for proper operation of these systems by monitoring alcohol consumption for a few days

(Reference Service Data Sheet SD-08-2301 for the Bendix Alcohol Evaporator). Too little means the

system is not receiving adequate protection and too much simply wastes alcohol. As a general

guide, these systems should consume approximately 1 to 2 ounces of alcohol per hour of compressor

loaded time (compressing air). City pick-up and delivery vehicles will operate with the compressors

loaded (compressing air) more while compressors on highway vehicles will be loaded less. These

figures are approximate and assume that air system leakage is within the limits of the Bendix “Dual

System Air Brake Test and Check List” (BW1279). Last but not least, begin using alcohol several

weeks prior to freezing weather to ensure that the system is completely protected. Use only methanol

alcohol, such as Bendix “Air Guard”, in evaporators or injectors.

Air Dryers

Make certain air brake system leakage is within the limits stated in BW1279. Check the operation

and function of the air dryer using the appropriate Service Data Sheet for the air dryer.

AD-9™ Air Dryer Service Data Sheet SD-08-2412

AD-4™ Air Dryer Service Data Sheet SD-08-2407

AD-2™ Air Dryer Service Data Sheet SD-08-2403

AD-IP™ Air Dryer Service Data Sheet SD-08-2414

AD-SP™ Air Dryer Service Data Sheet SD-08-2415

Trailer System-Guard™ Air Dryer Service Data Sheet SD-08-2416

Appendix B: Continued

Technical Bulletin

Bulletin No.: TCH-008-022 Effective Date: 1/1/1994 Page: 1 of 1

Subject: Additional Cold Weather Operation Tips for the Air Brake System

Last year we published Bulletin PRO-08-21 which provided some guidelines for “winterizing” a vehicle

air brake system. Here are some additional suggestions for making cold weather vehicle operation

just a little more bearable.

Thawing Frozen Air Lines

The old saying; “Prevention is the best medicine” truly applies here! Each year this activity accounts

for an untold amount of unnecessary labor and component replacement. Here are some Do’s and

Don’ts for prevention and thawing.

Do’s

1. Do maintain freeze prevention devices to prevent road calls. Don’t let evaporators or injectors run

out of methanol alcohol or protection will be degraded. Check the air dryer for proper operation

and change the desiccant when needed.

2. Do thaw out frozen air lines and valves by placing the vehicle in a warmed building. This is the

only method for thawing that will not cause damage to the air system or its components.

3. Do use dummy hose couplings on the tractor and trailer.

4. Do check for sections of air line that could form water traps. Look for “drooping” lines.

Don’ts

1. Do not apply an open flame to air lines and valves. Beyond causing damage to the internal

nonmetallic parts of valves and melting or burning non-metallic air lines. WARNING: THIS

PRACTICE IS UNSAFE AND CAN RESULT IN VEHICLE FIRE!

2. Do not introduce (pour) fluids into air brake lines or hose couplings (“glad hands”). Some fluids

used can cause immediate and severe damage to rubber components. Even methanol alcohol,

which is used in Alcohol Evaporators and Injectors, should not be poured into air lines. Fluids

poured into the system wash lubricants out of valves, collect in brake chambers and valves and

can cause malfunction. Loss of lubricant can affect valve operating characteristics, accelerate

wear and cause premature replacement.

3. Do not park a vehicle outside after thawing its air system indoors. Condensation will form in the

system and freeze again. Place the vehicle in operation when it is removed to the outdoors.

Supporting Air and Electrical Lines

Make certain tie wraps are replaced and support brackets are re-assembled if removed during routine

maintenance. These items prevent the weight of ice and snow accumulations from breaking or

disconnecting air lines and wires.

Automatic Drain Valves (System without Air Dryer)

As we stated last year, routine reservoir draining is the most basic step (although not completely

effective) in reducing the possibility of freeze-up. While automatic drain valves relieve the operator of

draining reservoirs on a daily basis, these valves MUST be routinely checked for proper operation.

Don’t overlook them until they fail and a road call is required.

Appendix B: Continued

Bendix Bw1845 Users Manual Sd 01 670c

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