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PTO AIR COMPRESSOR OPERATORS, INSTALLATION AND PARTS MANUAL (IBI SPLIT-SHAFT)
301367 Revised 6/5/01
BOSS Industries, Inc. PTO Air Compressor (IBI Split-Shaft) Operators, Installation and Parts Manual
OPERATORS, INSTALLATION, AND PARTS MANUAL
TABLE OF CONTENTS
Operation & Maintenance Section General Arrangement Specifications Safety . . . . . . . . . . . . . . . . . . 3 4 10 11 12-17 25 26-30 31-33
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Compressor Terminology Description of Components
Inspection, Lubrication, and Maintenance Troubleshooting
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Compressor Operation
Installation Section Installation Instructions . . . . . . . . . . . . . . . . . . Parts & Illustration Section Parts and Illustration Section . . . . . . . . . . . . . . . . Warranty Section & Recommended Spare Parts List Warranty Information . . . . . . . . . . . . . . . . . . . Recommended Spare Parts List . . . . . . . . . . . . . . . 63-68 69 47-62 34-46
GENERAL ARRANGEMENT
Boss Underdeck PTO Compressors are shipped in kit form for field installation. These kits include: 1. Rotary Screw Compressor, Split-shaft Gear Box, and Mounting Bracket. Page 59 2. Oil Sump with Mounting Brackets. Page 56 3. Spin-on Coalescer/Air Manifold Assembly. Page 56 4. Compressor Oil Cooler/Fan Assembly or Optional Front Mount Cooler Without Fan Assembly. Page 60 and 61 5. Load Controller. Page 54 6. Air Inlet Filtration System. Page 52 7. Hoses and Fittings 8. All Necessary Safety and Informational Decals 9. Instrument Panel Assembly/Wiring. Page 50 10. Oil Filter Assembly. Page 6011. PTO and Drivelines (Optional accessories). 12. Parts, Service, and Maintenance. Boss Industries offers factory installation by qualified technicians, as well as a nationwide network of authorized distributors for field installations, parts and service.
SPECIFICATIONS
MODEL 80200-IBI (SPLIT-SHAFT)
COMPRESSOR
Delivery @ 110 PSIG* Input Speed Fluid Capacity (gallons) 125 CFM 975 RPM 4.75 GAL (Overall Dimensions) 22.0 W x 16.5 H x 26.0 L 12.0 DIA x 22.0 L 5.0 DIA x 13.0 H 19.0 W x 12.0 H x 22.0 L 7.5 W x 3.0 H x 14.0 L 4.75 W x 3.0 H x 8.0 L 5.75 DIA x 11.88 L est 675 LBS. 150 CFM 1165 RPM 4.75 GAL 175 CFM 1333 RPM 4.75 GAL
COMPONENTS
Compressor/Split-Shaft Receiver/Sump Spin-On Coalescer Cooler/Fan Assembly Engine Speed Control Gauge Package Air Inlet Filter Weight (dry)
*125 & 150 PSIG options available. Consult factory.
SPECIFICATIONS SUBJECT TO CHANGE WITHOUT PRIOR NOTICE
SAFETY
WARNING ALL UNITS ARE SHIPPED WITH A DETAILED OPERATORS, INSTALLATION AND PARTS MANUAL. THIS MANUAL CONTAINS VITAL INFORMATION FOR THE SAFE USE AND EFFICIENT OPERATION OF THIS UNIT. CAREFULLY READ THE OPERATORS MANUAL BEFORE STARTING THE UNIT. FAILURE TO ADHERE TO THE INSTRUCTIONS COULD RESULT IN SERIOUS BODILY INJURY OR PROPERTY DAMAGE. AIR COMPRESSOR SAFETY PRECAUTIONS Safety is basically common sense. There are standard safety rules but each situation has its own peculiarities which cannot always be covered by rules. Therefore with your experience and common sense, you are in a position to do something about safety. Lack of attention to safety can result in: accidents, personal injury, reduction of efficiency and worst of all - loss of life. Watch for safety hazards. Correct them promptly. Use the following safety precautions as a general guide to safe operation: Do not attempt to remove any compressor parts without first relieving the entire system of pressure. Do not attempt to service any part while machine is operating. DANGER CHECK THE COMPRESSOR SUMP OIL LEVEL ONLY WHEN THE COMPRESSOR IS NOT OPERATING AND SYSTEM IS COMPLETELY RELIEVED OF PRESSURE. OPEN SERVICE VALVE TO INSURE RELIEF OF SYSTEM AIR PRESSURE WHEN PERFORMING MAINTENANCE ON COMPRESSOR AIR/OIL SYSTEM. FAILURE TO COMPLY WITH THIS WARNING MAY CAUSE DAMAGE TO PROPERTY AND SERIOUS BODILY HARM. Do not operate the compressor at pressures or speeds in excess of its rating as indicated in Compressor Specifications. Periodically check all safety devices for proper operation. Do not play with compressed air. Pressurized air can cause serious injury to personnel. Exercise cleanliness during maintenance and when making repairs. Keep dirt away from parts by covering parts and exposed openings.
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SAFETY
Do not install a shut-off valve between the compressor and compressor oil sump. DANGER DO NOT USE BOSS INDUSTRIES, INC. COMPRESSORS TO PROVIDE BREATHING AIR. SUCH USAGE, WHETHER SUPPLIED IMMEDIATELY FROM THE COMPRESSOR SOURCE, OR SUPPLIED TO BREATHING TANKS FOR SUBSEQUENT USE, CAN CAUSE SERIOUS BODILY INJURY. BOSS INDUSTRIES, INC. DISCLAIMS ANY AND ALL LIABILITIES FOR DAMAGE OR LOSS DUE TO PERSONAL INJURIES, INCLUDING DEATH, AND/OR PROPERTY DAMAGE INCLUDING CONSEQUENTIAL DAMAGES ARISING OUT OF ANY BOSS COMPRESSORS USED TO SUPPLY BREATHING AIR.
Do not disconnect or by-pass safety circuit system. Do not install safety devices other than authorized Boss replacement devices. Close all openings and replace all covers and guards before operating compressor unit. Tools, rags, or loose parts must not be left on the compressor or drive parts. Do not use flammable solvents for cleaning parts. Keep combustibles out of and away from the compressor and any associated enclosures. The owner, lessor, or operator of the compressor are hereby notified and forewarned that any failure to observe these safety precautions may result in damage or injury. Boss Industries, Inc. expressly disclaims responsibility or liability for any injury and/or damage caused by failure to observe these specified precautions or by failure to exercise that ordinary caution and due care required when operating or handling the compressor, even though not expressly specified above.
SAFETY
A compliment of warning decals are supplied with each unit. These decals should be affixed to the vehicle after it has been painted, trimmed, and undercoated, etc. and prior to being put into service. The decals should be placed so as to be clearly visible to the user and service personnel. (Figures 1thru 8)
Figure 1. To be placed on visor or dash near start-up procedure decal.
Figure 2. To be placed on body near oil sump filler cap.
SAFETY
Figure 3. To be placed on body near air service valve.`
Figure 4. To be placed on body near air service valve.
SAFETY
Figure 5. To be placed on frame near compressor mounting foot.
Figure 6. To be placed on fan shroud.
SAFETY
Figure 7. To be placed on body near oil sump filler cap.
Figure 8. Serial number/name plate to be placed on drivers side door jam.
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COMPRESSOR TERMINOLOGY
ATF: Automatic transmission fluid. AIR/OIL COALESCER: Performs second stage separation of oil from compressed air feeding air tools. Sometimes referred to as the separator element. CFM: Refers to the volume of compressed air being produced expressed as cubic feet of air per minute. LOAD CONTROLLER: Sometimes referred to as the engine speed control. OIL SUMP: The first stage of oil separation from compressed air. Also serves as reservoir area for compressor lubricant and sometimes referred to as the receiver tank. PSI: Refers to the operating pressure the system is set up at, expressed as pounds per square inch. SAFETY VALVE: A valve located on the oil sump which opens in case of excessive pressure. Sometimes referred to as the pop-off or pressure relief valve. SHUTDOWN SWITCH: Works in conjunction with temperature and pressure switchgauges, sending a signal to stop the compressor power source in cases of high temperature or pressure. SPLIT-SHAFT PTO: Transfer case gear box with integrally mounted compressor transmits engine power and torque from the main driveshaft. The PTO gear box is mounted to the frame rail sides with special mounting brackets behind the transmission. With the PTO engaged, the rear driveline is stationary while the front driveline rotates into the gear box automatically starting operation of the integrally mounted air compressor. With the PTO disengaged, the front driveshaft transmits power through the box to the rear driveshaft and rear axle.
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DESCRIPTION OF COMPONENTS
PRINCIPLES OF OPERATION In operation, two helically grooved rotors mesh to compress air. Inlet air is trapped as the male lobes roll down the female grooves, pushing trapped air along, compressing it until it reaches the discharge port in the end of the stator and delivers smooth-flowing, pulse-free air to the receiver. During the compression cycle, oil is injected into the compressor and serves these purposes: 1. Lubricates the rotating parts and bearings. 2. Serves as a cooling agent for the compressed air. 3. Seals the running clearances. LUBRICATION SYSTEM Oil from the compressor oil sump, at compressor discharge pressure, is directed through the oil filter, cooling system, and to the side of the compressor stator, where it is injected into the compressor. At the same time oil is directed internally to the bearings and shaft seal of the compressor. The oil-laden air is then discharged back into the sump. OIL SUMP Compressed, oil-laden air enters the sump from the compressor. As the oil-laden air enters the sump, most of the oil is separated from the air as it passes through a series of baffles and de-fusion plates. The oil accumulates at the bottom of the sump for re-circulation. However, some small droplets of oil remain suspended in the air and are passed on to the coalescer. SAFETY VALVE The pop safety valve is set at 170 PSI and is located at the top of the air/oil sump. This valve acts as a backup to protect the system from excessive pressure that might result from a malfunction. AIR/OIL COALESCER The coalescer is self-contained within a spin-on housing and is independent of the sump. When air is demanded at the service line, it passes through the coalescer which efficiently provides the final stage of oil separation.
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OIL RETURN LINE The oil that is removed by the coalescer accumulates at the bottom of the can and is returned through an oil return line leading to the compressor. The oil return line also contains a check valve which is located at the compressor. MINIMUM PRESSURE ORIFICE The minimum pressure orifice is located at the outlet of the coalescer head and serves to maintain a minimum discharge pressure of 60 PSIG in operation, which is required to assure adequate compressor lubrication pressure. OIL FILTER The compressor oil filter is the full-flow replaceable element type and has a safety by-pass built into it. COMPRESSOR COOLING SYSTEM The compressor cooling system consists of an oil cooler, electric fan motor, and fan. The fan/cooler package is self-contained in an aerodynamically designed housing allowing for several optional mounting locations. An automated thermostatic control system maintains a continuos temperature check of the lubricant. It then sends an electrical signal to the fan/cooler package forcing ambient air over the cooler fins ensuring a proper operating temperature. NOTE IN SOME OPTIONAL CASES THE OIL COOLER MAY BE MOUNTED IN FRONT OF THE VEHICLE RADIATOR. IN THIS CASE AN OIL THERMAL VALVE MIXES OIL FROM COMPRESSOR AND OIL COOLER TO MAINTAIN OIL AT 180F OIL TEMPERATURE.
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ELECTRICAL AND SAFETY CIRCUIT SYSTEM The Boss PTO unit is supplied with a 12 volt DC fan switch, electric fan motor, temperature switchgauge, hourmeter, pressure switchgauge, and a shutdown switch. The switchgauges activate a shutdown switch in cases of high discharge temperature or high sump pressure. INSTRUMENTATION The Boss PTO unit is equipped with a discharge air pressure switchgauge, a discharge air/oil temperature switchgauge, and a 12 volt DC electric hourmeter with pressure switch. All components are mounted on a compact instrument panel that can be located where desired. COMPRESSOR DISCHARGE PRESSURE SWITCHGAUGE This switchgauge indicates the discharge air/oil pressure. Operate the compressor within discharge pressure limits as indicated in the specifications section. The switchgauge ensures high pressure safety shutdown before the safety relief valve on the sump is discharged, preventing hot pressurized oil spray on the vehicle and/ or compressor components. HOURMETER The hourmeter records the total number of operating hours. It serves as a guide towards following the recommended inspection and maintenance schedule. The hourmeter will only run when there is pressure in the system. COMPRESSOR DISCHARGE AIR/OIL TEMPERATURE SWITCHGAUGE This switchgauge indicates compressor air discharge temperature. The switchgauge ensures safety shutdown in case of excessive operating temperatures, preventing compressor damage.
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AUTOMATIC BLOWDOWN VALVE(S) There may be two blowdown valves in the compressor system. One blow-down valve is located at the downstream side of the coalescer head and will automatically bleed the sump to zero pressure when the compressor is disengaged. On vehicles without electronic controlled engines, the other blowdown valve (controller blowdown valve) is located at the load controller ) and vents the air in the cylinder when the compressor is disengaged to quickly return the trucks engine to idle. On compressor units equipped with an electronic speed control the load controller blow-down valve is not required.
CONTROL SYSTEM The prime components of the compressor control system include the compressor inlet valve and a load controller. The control system is designed to match air supply to air demand and to prevent excessive discharge pressure when compressor is at idle. Control of air delivery is accomplished by both the inlet valve regulation and load controller modulation as directed by the discharge pressure regulator. DISCHARGE PRESSURE REGULATOR VALVE This valve, located on the load controller (or the coalescer head depending on optional equipment), is used to select the desired discharge pressure within the operating pressure range. Turning the regulator screw clockwise increases the working pressure, a counterclockwise movement of the screw reduces the working pressure. INLET VALVE The compressor inlet valve is a piston operated disc valve that has a dual function of regulating the inlet opening to control capacity and serving as a check valve at shutdown.
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On compressor packages with a programmable electronic engine speed control system. The compressor will automatically go to high idle when the split shaft is engaged. Depending on the programming variables available on your specific engine the truck may fluctuate between a high-speed setting and a low-speed setting depending upon air demand. Timers are incorporated into this system to eliminate the rapid acceleration and deceleration of the engine during use. Consult the wire diagram incorporated at the end of this manual for information specific to your vehicle. CONTROL SYSTEM OPERATION (AIR CYLINDER SYSTEM) The following discussion explains the operation of the control system from a condition of no load to a condition of full capacity at working pressure. For the working pressure range of your machine, refer to applicable data in Specifications. The pressure regulator, mounted on the load controller or coalescer head, operates as follows: 1. As the demand for air decreases, the receiver pressure rises. When this pressure exceeds the set point of the pressure regulator, the regulator opens sending a secondary pressure signal to the inlet valve (bottom port) and to the regulating cylinder. a. The regulating cylinder will reduce engine speed. b. The inlet valve disc moves towards the valve inlet against the force of the modulating spring inside the valve. This regulates the opening area of the inlet valve. 2. If the air demand goes to zero, (service valve closed) the inlet valve will close completely, and the regulating cylinder will bring the engine to idle. 3. As the demand for air increases, the procedure is reversed. The heart of the system is the Boss Load Controller (Page 53). This compact load controller regulates the speed of the engine and the opening of the inlet valve of the compressor to give 0 - 100% stepless capacity control.
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The Boss Load Controller includes two pneumatic cylinders - an arming cylinder and a regulating cylinder. The arming cylinder becomes fully extended immediately after startup and takes over control of the engine by tightening the ball chain at the engine throttle. The arming cylinder remains fully extended while the compressor is operating. The regulating cylinder reacts to pressure signals from the pressure regulator and regulates the speed of the engine from idle to full speed in accordance to the air demand requirements.
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INSPECTION, LUBRICATION, AND MAINTENANCE

This section contains instructions for performing the inspection, lubrication, and maintenance procedures required to maintain the compressor in proper operating condition. The importance of performing the maintenance described herein cannot be over emphasized. The periodic maintenance procedures to be performed on the equipment covered by this manual are listed below. It should be understood that the intervals between inspections specified are maximum interval. More frequent inspections should be made if the unit is operating in a dusty environment, in high ambient temperature, or in other unusual conditions. A planned program of periodic inspection and maintenance will help avoided pre-mature failure and costly repairs. Daily visual inspections should become a routine. The LUBRICATION AND MAINTENANCE CHART lists serviceable items on the compressor package. The items are listed according to their frequency of maintenance, followed by those items which need only As Required maintenance. The maintenance time intervals are expressed in hours. The hourmeter shows the total number of hours your compressor has run. Use the hourmeter readings for determining your maintenance schedules. Perform the maintenance at multiple intervals of the hours shown. For example, when the hourmeter shows 100 on the dial, all items listed under EVERY 10 HOURS should be serviced for the tenth time, and all items under EVERY 50 HOURS should be serviced for the second time, and so on.
DANGER COMPRESSOR MUST BE DISENGAGED AND COMPLETELY RELIEVED OF PRESSURE PRIOR TO CHECKING FLUID LEVELS. OPEN SERVICE VALVE TO ASSURE RELIEF SYSTEM AIR PRESSURE. FAILURE TO COMPLY WITH THIS WARNING MAY CAUSE DAMAGE TO PROPERTY AND/OR SERIOUS BODILY HARM.
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LUBRICANT RECOMMENDATIONS
WARNING IT IS IMPORTANT THAT THE COMPRESSOR OIL BE OF A RECOMMENDED TYPE AND THIS OIL AS WELL AS THE AIR FILTER, OIL FILTER AND COALESCER ELEMENTS BE INSPECTED AND REPLACED AS STATED IN THIS MANUAL. THE COMBINATION OF A COALESCER ELEMENT LOADED WITH DIRT AND OXIDIZED OIL PRODUCTS TOGETHER WITH INCREASED AIR VELOCITY AS A RESULT OF THIS CLOGGED CONDITION MAY PRODUCE A CRITICAL POINT WHILE THE MACHINE IS IN OPERATION WHERE IGNITION CAN TAKE PLACE AND COULD CAUSE A FIRE IN THE OIL SUMP. FAILURE TO COMPLY WITH THIS WARNING MAY CAUSE DAMAGE TO PROPERTY AND SERIOUS BODILY HARM.
The following general characteristics categorize lubricants which have been found to be satisfactory for use in Boss PTO helical screw type air compressors. Due to the impossibility of establishing limits on all physical and chemical properties of lubricants which can affect their performance in the compressor over a broad range of environmental influences, the responsibility for recommending and consistently furnishing a suitable heavy duty lubricant must rest with the individual supplier. The lubricant suppliers recommendation must, therefore, be based upon not only the following general characteristics, but also upon his own knowledge of the suitability of the recommended lubricant in PTO helical screw type air compressors operating in the particular environment involved. CAUTION MIXING DIFFERENT TYPES OR BRANDS OF LUBRICANTS IS NOT RECOMMENDED DUE TO THE POSSIBILITY OF A DILUTION OF THE ADDITIVES OR A REACTION BETWEEN ADDITIVES OF DIFFERENT TYPES.
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Not all lubricating oils are suitable for rotary screw compressor use. The most satisfactory oils are the detergent types which contain high levels of corrosion, oxidation, and foam inhibitors. Boss factory installations use Dexron II automatic transmission fluid. Other detergent motor oils, SAE10W, class SF or CD, and SAE 30 meet these requirements. The viscosity of the oil chosen depends largely on the ambient operating temperature range. The oil must provide sufficient lubrication for bearings and rotors at operating temperature, and it must have a pour point low enough to provide fluidity at low starting temperatures. In general, the viscosity range presented by these SAE grades is satisfactory for the temperature range shown: +40 F To + 120 F SAE 30 -10 F To + 75 F SAE 10 W (-20 F Pour Point) -40 F To + 100 F ATF (-50 F Pour Point) PRIME LUBRICANT CHARACTERISTICS 1. Flash point 400 F minimum (ASTM D-92 COC). 2. Pour point must be at least 20 F lower than the lowest expected ambient temperature. 3. Contain rust and oxidation inhibitors. 4. Contain foam suppressers. SYNTHETIC DIESTER AND SYNTHESIZED HYDROCARBON LUBRICANTS OIL Insofar as known, all elastomeric components and all metal used in the compressor are fully compatible with synthetic diester and synthesized hydrocarbon lubricants. The viscosity grade chosen for synthetic diester base or SHC lubricants should be based upon the suggested viscosity ranges listed under prime lubricant characteristics and the lubricant supplier.
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NOTE DUE TO UNKNOWN INFLUENCES OF ENVIRONMENTAL FACTORS SUCH AS THE INTAKE OF REACTIVE GASES OR VAPORS IN THE AIR WHICH MAY LEAD TO CHEMICAL CHANGES IN ANY OIL AND PREMATURE FAILURE OF THE LUBRICANT, THE USEFUL LIKE OF ALL EXTENDED LIFE LUBRICANTS MAY BE SHORTER THAN QUOTED BY THE LUBRICANT SUPPLIER. BECAUSE THE NORMAL DRAIN AND REPLACE PERIOD MAY BE EXCEEDED USING SYNTHETIC LUBRICANTS, DIFFERING FROM THOSE SPECIFIED IN THIS MANUAL, BOSS ENCOURAGES THE USER TO CLOSELY MONITOR THE LUBRICANT CONDITION AND TO PARTICIPATE IN AN OIL ANALYSIS PROGRAM WITH THE SUPPLIER.
NOTE NO LUBRICANT, HOWEVER GOOD AND/OR EXPENSIVE, CAN REPLACE PROPER MAINTENANCE AND ATTENTION. SELECT AND USE WISELY. COMPRESSOR OIL SUMP FILL, LEVEL, AND DRAIN Before adding or changing compressor oil make sure that the system is disengaged and the sump is completely relieved of pressure. Oil is added at the fill cap in the tee on the side of the receiver/sump (Page 55). A drain plug is provided at the bottom of the sump. The proper oil level, when unit is disengaged and has had time to settle, is at the midpoint of the oil sight glass. The truck must be level when checking the oil. DO NOT OVERFILL. The oil sump capacity is given in Compressor Specifications. DANGER DO NOT ATTEMPT TO DRAIN CONDENSATE, REMOVE THE OIL LEVEL FILL PLUG OR BREAK ANY CONNECTION IN THE AIR OR OIL SYSTEM WITHOUT DISENGAGING THE COMPRESSOR AND MANUALLY RELIEVING PRESSURE FROM THE SUMP. FAILURE TO COMPLY WITH THIS WARNING MAY CAUSE DAMAGE TO PROPERTY AND SERIOUS BODILY HARM. GREASE Lubricate the compressor drive shaft universal joints every time the truck is lubricated or every 100 hours of compressor operation, whichever comes first.
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MAINTENANCE
MAINTENANCE If some of the maintenance intervals in the schedule outlined in this manual seem to be rather short, it should be considered that one hours operation of a compressor is equal to about 40 road miles on an engine. Thus, eight hours operation is equal to 320 road miles, 250 hours is equal to 10,000 road miles, etc. AIR INTAKE FILTER The air intake filter is a heavy-duty two-stage dry type high efficiency filter designed to protect the compressor from dust and foreign objects. The filter is equipped with an evacuator cup for continuous dust ejection while operating and when stopped. Frequency of maintenance of the filter depends on dust conditions at the operating site. The filter element must be serviced when clogged (maximum pressure drop for proper operation is 15 H2O). AIR/OIL COALESCER The air/oil coalescer employs an element permanently housed within a spin-on canister. This is a single piece unit that requires replacement when it fails to remove the oil from the discharge air, or the pressure drop across it exceeds 15 PSI. Dirty oil increases the pressure drop across the coalescer element. To replace element proceed as follows: 1. Disengage the compressor and wait for complete blowdown (zero pressure). 2. Disconnect drain line. 3. Turn element counterclockwise for removal. 4. Install new rubber seal in head and supply a film of fluid directly to seal. 5. Rotate element clockwise by hand until element contacts seal. 6. Rotate element approximately one more turn clockwise with band wrench near the top of element. 7. Reconnect drain line. 8. Run system and check for leaks.
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MAINTENANCE
WARNING DO NOT SUBSTITUTE AIR/OIL ELEMENT. USE ONLY A GENUINE BOSS REPLACEMENT ELEMENT. THIS ELEMENT IS RATED AT 200 PSI WORKING PRESSURE. USE OF ANY OTHER ELEMENT MAY BE HAZARDOUS AND COULD IMPAIR THE PERFORMANCE AND RELIABILITY OF THE COMPRESSOR, POSSIBLY VOIDING THE WARRANTY AND/OR RESULTING IN DAMAGE TO PROPERTY AND SERIOUS BODILY HARM. OIL RETURN LINE This line originates at the bottom of the air/oil coalescer and flows through a check valve located at the air-end. The check valve ensures that back flow to coalescer element does not occur during shutdown. If excessive oil consumption or carry over is present, check to make certain this line is not clogged or plugged at the check valve. OIL FILTER The compressor oil filter is a spin-on, throw away type. To replace filter proceed as follows: 1. Disengage and make sure system pressure is relieved. 2. Remove filter by unscrewing from filter head (turn counterclockwise by hand) and discard. 3. Install a new filter by applying a little oil to the seal and then screw the filter on by hand (turning it clockwise until hand tight, plus one - third turn). Do not use tools to tighten the filter. 4. Check for leaks in operation. WARNING DO NOT SUBSTITUTE OIL FILTER ELEMENT. USE ONLY A GENUINE BOSS REPLACEMENT ELEMENT. THIS ELEMENT IS RATED AT 200 PSI WORKING PRESSURE. USE OF ANY OTHER ELEMENT MAY BE HAZARDOUS AND COULD IMPAIR THE PERFORMANCE AND RELIABILITY OF THE COMPRESSOR, POSSIBLY VOIDING THE WARRANTY AND/OR RESULTING IN DAMAGE TO PROPERTY AND SERIOUS BODILY HARM.
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MAINTENANCE
OIL COOLER The oil cooler is basically maintenance free. It should be inspected periodically for excessive accumulation of dirt and dust that will impede its performance. Also see Service Interval Chart on page 18. The interior of the oil cooler should be cleaned when the pressure drop across it at full flow exceeds 25 PSI. The following procedure has been recommended by the vendor who supplies the cooler: 1. Remove cooler. 2. Circulate a suitable solvent to dissolve and remove varnish and sludge. 3. Flush generously with oil. 4. After cooler is reinstalled, fill sump reservoir with fresh oil. See Service Interval Chart on page 18. COMPRESSOR SHAFT OIL SEAL The compressor shaft seal is used to retain fluid in compressor and gear lube in gear housing. NOTE SEE LUBRICATION AND MAINTENANCE CHART FOR FLUID LEVEL CHECKS. PTO The PTO should be serviced in accordance with the PTO manual. Split-shaft PTOs have their own oil reservoir and should be changed as specified in the Service Interval Chart on page 18.
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TROUBLESHOOTING
This section contains instructions for troubleshooting the equipment following a malfunction. The troubleshooting procedures to be performed on the equipment are listed below. Each symptom of trouble for a component or system is followed by a list of probable causes of the trouble and suggested procedures to be followed to eliminate the cause. In general, the procedures listed should be performed in the order in which they are listed, although the order may be varied if the need is indicated by conditions under which the trouble occurred. In any event, the procedures which can be performed in the least amount of time and with the least amount of removal or disassembly of parts, should be performed first. TRUCK ENGINE WILL NOT START Most problems in this area will not be connected with the compressor, and should therefore be checked out with the engine manual. Transmissions require our safety shutdown switch to shut off the engine in cases of high temperature or pressure. If this occurs the truck can be restarted by pushing in the reset button on the shutdown switch. In most cases this switch is dash mounted. If this is the case, the compressor system should be checked for service/ troubleshooting. UNPLANNED SHUTDOWN When the operation of the compressor has been interrupted by an unexplained shutdown, check the following: 1. Check the fuel level and truck dash gauges and indications for possible engine/chassis electrical problems. 2. Check the compressor discharge temperature/pressure shutdown switch; it is normally closed. If it is popped out, it has opened the circuit and will need to be reset. Push the button in to reset it. You will then hear the button click if it was tripped by the switchgauges. 3. Check oil cooler for dirt, slush, ice on the fins, or any other obstructions to cooling the air flow. 4. Make a thorough external check for any cause of shutdown such as broken hose, broken oil lines, loose or broken wire, etc. 5. Check to determine if the compressor oil is at proper level. 6. Check the electric fan motor and wiring.
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TROUBLESHOOTING
IMPROPER DISCHARGE PRESSURE 1. If discharge pressure is too low, check the following: a. Too much air demand. b. Service valve open. c. Leaks in service line. d. Restricted compressor inlet air filter. e. Faulty control system operation (i.e. regulator). 2. If discharge pressure is too high or safety valve blows, check the following: a. Faulty discharge pressure switchgauge. b. Coalescer plugged up. c. Faulty safety valve. d. Faulty regulator. 3. If system shutdowns on high pressure with load controller in idle position, check for: a. Inlet valve leaking or partially open. b. Faulty regulator. c. Bad shaft-seal. SUMP PRESSURE DOES NOT BLOWDOWN If after the compressor is disengaged, pressure does not automatically blowdown, check for: 1. Automatic blowdown valve may be inoperative at coalescer head. 2. Blockage in air line from side of inlet valve to blowdown valve. 3. Muffler at blowdown clogged. OIL CONSUMPTION Abnormal oil consumption or oil in service line, check for the following: 1. 2. 3. 4. 5. 6. Over filling of oil sump. Leaking oil line or oil cooler. Plugged oil return line: check entire line including check valve at air-end. Defective coalescer element. Compressor shaft seal leakage. Discharge pressure below 65 PSI or above 150 PSI.
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TROUBLESHOOTING
ENGINE LUGGING If engine does not accelerate or will not maintain full load speed, check the following: 1. Engine problem (refer to engine manual). 2. Compressor discharge pressure too high. 3. Improper load control operation. 4. Engine idle speed set too low. 5. Operating at above maximum altitude rating of compressor. COALESCER PLUGGING If the coalescer element has to be replaced frequently because it is plugging up, it is an indication that foreign material may be entering the compressor inlet or the compressor oil is breaking down. Compressor oil can break down prematurely for a number or reasons: 1. Extreme operating temperature. 2. Negligence in draining condensate from oil sump. 3. Using the improper type of oil. 4. Dirty oil. The complete inlet system should be checked for leaks.
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TROUBLESHOOTING
IMPROPER CONTROL OPERATION (ELECTRONIC SPEED CONTROL UNIT) Consult the wiring diagram and at the end of this manual for assistance with the electronic speed control program and settings. IMPROPER CONTROL OPERATION (AIR CYLINDER CONTROL) 1. When service valves are closed and the load controller regulating cylinder does not move to its idle position, check for: a. Binding load controller lever or push-pull cable, adjust cable or bead chain. b. A block in the air line between coalescer head and pressure regulator. c. Faulty discharge pressure regulator. 2. If the load controller regulating cylinder will not move to full speed when there is an air demand, check for: a. Faulty or improperly set discharge pressure regulator. b. Binding load controller lever or push-pull cable, adjust cable or bead chain. c. Broken or loose modulating spring on load controller. 3. If full load speed cannot be obtained, check the following: a. Load controller High speed adjustment set too low, adjust cable or bead chain. b. Compressor operating with too high a sump pressure. c. Load controller modulating spring tension to high. d. Operating above maximum altitude rating of engine. 4. If after full load speed has been set and difficulty is encountered in setting the idle speed, check the following: a. Load controller Idle speed adjustment set incorrectly, adjust cable or bead chain.
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TROUBLESHOOTING
b. Load controller modulating spring tension to low. c. Faulty regulator. d. Bad control line hoses. 5. If the engine stalls when air demand is low, check for the following: a. Idle speed may be set too low, adjust cable or bead chain. HIGH COMPRESSOR DISCHARGE TEMPERATURE 1. Check compressor oil level. Add oil if required (see Section for oil specifications). 2. Check electric fan and switch. 3. Clean outside of oil cooler. 4. Clean oil system (cooler) internally.
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COMPRESSOR OPERATION
ENGAGING/DISENGAGING An operating procedure decal is furnished with every PTO Compressor. This decal should be attached to the dashboard or visor of the truck where it will be visible to the driver. Safety circuits have been incorporated into engagement/disengagement of split shaft PTO that prevents operation of compressor if parking brakes are not activated or compressor is under load, all air must be relieved from compressor air system. On manual transmissions a clutch pedal interlock switch is in series with the above listed safeties. The following decal is a sample. Refer to the decal supplied with your unit when engaging/disengaging.
Sample decal. Refer to the decal supplied with your unit when engaging/ BOSS Industries, Inc. disengaging.
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PTO Air Compressor (IBI Split-Shaft) Operators, Installation and Parts Manual
While Boss Industries has built into its compressor system a comprehensive array of controls and indicators to assure you that it is running properly, you will want to recognize and interpret the readings which will call for service or indicate the beginning of a malfunction. Before engaging the compressor system, read this section thoroughly. Familiarize yourself with the controls and indicators, their purpose, location, and use.
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OPERATING CONDITIONS The following conditions should exist for maximum performance of the PTO/ compressor. The truck should be as close to level as possible when operating. The compressor will operate on a 15 degree sideward and lengthwise tilt without any adverse problems. Fluid carryover and/or oil starvation may occur if operated beyond this tilt. NOTE IF THE COMPRESSOR IS BEING USED TO POWER SANDBALSTING EQUIPMENT, USE A CHECK VALVE DIRECTLY AFTER THE SERVICE VALVE TO PREVENT BACKFLOW INTO THE SUMP. THIS CHECK VALVE SHOULD HAVE A MAXIMUM PRESSURE DROP RATING OF 2PSIG (13,78kPa)OPERATING AND A CAPACITY RATING EQUAL TO THE COMPRESSOR.
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INSTALLATION SECTION
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INSTALLATION
This air compressor should be installed only by those who have been trained and delegated to do so and who have read and understood both the operators manual and the installation manual. Failure to follow the instructions, procedures, and safety precautions in these manuals may result in accident and injuries. Install, use, and operate this air compressor only in full compliance with all pertinent O.S.H.A. requirements and all pertinent Federal, State, and Local codes or requirements and with Boss Industries, Inc. instructions. Do not modify this compressor except with written factory approval. GENERAL The overall installation of the Boss PTO Air Compressor lends itself well to staging. By handling the installation in various stages, the job becomes much easier and efficient. The following sequence should be adhered to when installing a Boss PTO Compressor: All trucks should be road tested prior to installing Boss equipment to determine if trucks have any prior problems. 1. Disconnect main truck drive line and remove hanger bearing. 2. Mount the split-shaft PTO/Compressor unit with BOSS supplied mounting brackets. 3. Connect all drive lines. While waiting for drive lines to be cut, you may advance to the other steps of installation. 4. Install the oil cooler/fan assembly. 5. Install the oil sump assembly. 6. Install the oil filter. 7. Install the instrument panel. 8. Install the load controller. 9. Install air cleaner. 10. Prepare and install the hoses. 11. Prepare and install the electric wiring. 12. Initial start-up and test. NOTE THE FOLLOWING TEXT AND ILLUSTRATION IS FOR A TYPICAL INSTALLATION. DUE TO CHASSIS DESIGN AND APPLICATION, ALTERNATE METHODS MAY BE USED. IF QUESTIONS ARISE, CONSULT BOSS INDUSTRIES, INC.
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STAGES OF INSTALLATION
1. DISCONNECT MAIN TRUCK DRIVELINE Disconnect and remove main driveline and hanger bearing bracket. Proceed to Step 2. 2. MOUNT SPLIT-SHAFT PTO/COMPRESSOR UNIT Because of the wide variety of chassis arrangements available, these instructions are general in nature. The mounting brackets are furnished by Boss Industries. If another mounting arrangement is used, make sure it provides the same type of support as suggested here. Follow the procedure explained below for proper installation. A. Select a mounting location which will make the PTO with integral compressor unit readily accessible for maintenance and allows the PTO driveshaft to be parallel in all planes with the transmission output shaft and rear axle pinion shaft. Truck maintenance (i.e. clutches...) should be considered also. All universal joints on front and rear drivelines should have proper operating angles. Be sure to keep at least a minimum operating angle of 5 degrees. It is a good idea to check drivelines and angles once the truck is completed and carrying a cargo. For more definite instruction, consult Boss Industries. B. Once the PTO is adjusted to provide correct operating angles, slide top Lbrackets against frame on both sides, mark 6 - hole centers (3 per side). Drill six (6) .68 DIA. holes (3 - holes per frame rail) and bolt brackets to frame rail with six (6) 5/8-11 UNC grade 8 bolts. Bolt lengths will vary for the different frame thickness. Route wiring for the electric shift and switch plate to a desirable location. Mount the switch and plate on the inside of the truck cab. Connect the circuit breaker wire to the run side of the trucks ignition switch. Clamp or tape all wiring to the frame or to existing wiring to prevent vibration from chafing or damaging the wiring harness. Proceed to Step 3. IMPORTANT IF THE U-JOINTS ARE OUT OF PHASE, COMPRESSOR DAMAGE OR PREMATURE U-JOINT FAILURE WILL OCCUR.
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3. INSTALLING DRIVELINES Install the propeller-shafts. Be sure that the drive shaft used is a slip joint design. Frame deflection, temperature deviations, and similar factors may cause a propeller-shaft without a slip joint to produce severe axial loads on bearings, damaging the PTO, transmission, and/or rear axle. Once proper length is established, the shafts must be cut and welded. This operation should be performed by a shop that is knowledgeable of drivelines (consult the driveshaft manufacturer for proper welding specifications). Before any weld is made, the shafts must be assembled so that all U-joints are in parallel plain and in phase. Make sure the parallel plains are maintained when the shafts are installed in the truck. If the chassis is equipped with drum parking brake mounted directly behind the transmission, the installer is responsible for the installation of a parking brake onto the rear of the split-shaft. The parking brake installed must meet or exceed the capabilities of the original equipment transmission parking brake (a parking brake option is available from BOSS). The existing parking should not be removed, but should have the cable disconnected near the brake drum. The existing cable should be extended to the brake linkage on the rear of the split-shaft. This allows you to reuse the existing brake lever inside the cab. IMPORTANT MAKE SURE THE DIRVE SHAFT FLANGES ARE ALWAYS PARALLEL AND THE YOKES ARE PROPERLY ALIGNED. Proceed to Step 4 4a. INSTALL THE OIL COOLER/FAN ASSEMBLY. The 12 Volt DC motor-driven fan and oil cooler package is suitable for mounting in many positions in several locations on the vehicle. The fan is a pull-type, pulling air through the cooler and past the motor. The motor is designed to run in one direction (note direction arrow decal on motor). Be sure to connect the wires for proper rotation. The black and white fan motor wire lead is hot. The plain black wire motor lead is ground. NOTE IN SOME CASES A FRONT MOUNT COMPRESSOR OIL COOLER OPTION WILL BE USED IN PLACE OF THE STANDARD OIL COOLER/FAN ASSEMBLY. IN THIS CASE, REFER TO THE FRONT MOUNT COOLER ASSEMBLY SECTION ON PAGE 62.
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The best location for the oil cooler package is cantilevered over the top of the truck cab, with the cooling air blowing vertically upwards. The oil cooler will remain clean, and the fan will always work with cool air. A minimum of four inches of clearance between the oil cooler and the top of the cab is required for proper air flow. Another common location for the oil cooler/fan assembly is under the truck between the frame rails, behind the rear axle, installed so the cooler package will blow the air from the front of the truck toward the rear. The truck engine muffler may require relocation to keep the exhaust and the heat from entering the oil cooler. It must be recognized that under-the-truck mounting of the oil cooler subjects it to road dirt, mud, slush, and ice. Deflectors, shields, or pans can be installed to protect the oil cooler. The shields must not increase the fans discharge air temperature by more than 5 F. Recirculation of hot air must also be prevented when shielding. When locating the fan on top of cab or under truck, the motor/fan assembly must be on top. Mounting in the body wall is common in the walk-in van type body. It is recommended to use louvers on the outside wall to help prevent rain and/or snow from entering the body. Sufficient opening in the truck body (i.e. rear doors open..) must be provided for the cooling air. Air flow can be changed in this application to pushing instead of pulling if requested. The fan motor has several drain holes. When mounting the package in a wall or behind the frame rail, fan motor leads should point down. Boss Industries can supply cooler package mounting hardware when requested (i.e. wall louvers, etc.). 4b. OPTIONAL FRONT MOUNT COOLER Optional front mount cooler should be installed next to radiator or intercooler. This may mean that you have to space the AC condensor out to get clearance. There must be sufficient clearance between cores so they can never touch or rub against each other. Cooler must be rigidly mounted to the same support that all other coolers or radiators are mounted to.
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5. INSTALL THE OIL SUMP The PTO oil sump is designed for horizontal mounting only. The vessel is 12 inches in diameter and 22 inches long and comes equipped with mounting bands and brackets for bolting to the truck frame or other bracketry. Sump mounting bands are to be located on the mounting brackets. It is important to be sure that the sump tank is level and that the sight glass is level on the center line of tank from end to end. Not centering the sight glass can cause possible over and/or under filling of the tank. Also, the air outlet leading to the coalescer should be centered on top. 6. INSTALL COALESCER ASSEMBLY The head for the spin-on coalescer canister should be located in an area that allows for easy access to the canister. The head must be mounted so that the canister is vertical when in place. NOTE THE COALESCER HEAD IS DESIGNED FOR AIR FLOW IN ONE DIRECTION ONLY. PRPOER DIRECTION IS INSIDE OUT FLOW THROUGH THE HEAD AND ELEMENT. Once the head is in place, spin on the coalescer as per the instructions on the canister itself. The fitting on the bottom of the canister is for the oil return line. Care should be taken when connecting this line so damage or over torqueing does not take place. Hold the nut on the bottom of the can stationary with a wrench while tightening the fitting and hose to the coalescer. A minimum pressure orifice is built into a hex plug located in the outlet port of the coalescer head and will automatically maintain the pressure needed for the unit to function properly. The automatic blowdown valve with a muffler is located on the down stream side (outlet side) of the coalescer head. The blowdown valve should remain intact as it was shipped. The service valve should be removed and placed where it will be used (i.e. at the hose reel inlet). A 3/4 or 1 line (supplied by installer) should then be used to connect the coalescer head to the service valve. A hose fitting, located in the upstream side of the coalescer head, will feed the pressure switch gauge. The air pressure regulator is located on the outlet of the coalescer head when installing a Generator/Welder.
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7. INSTALL THE OIL FILTER The oil filter assembly includes a filter head and oil filter canister. When mounting, the oil filter assembly must be in a vertical position and should be located in an area that makes it serviceable. 8. INSTALL THE INSTRUMENT PANEL The compact instrument panel comes fully assembled and can be located where desired. Keep in mind that hoses and electric wires have to be connected to it. The most common location for mounting has been on, in, or under the dash, on the cab floor on the driver or passenger side protected by the seat support, or on the service body near the service valve. Gauge panel can be mounted on the outside of truck if protected from direct elements and road debris. 9A. INSTALL ELECTRONIC ENGINE SPEED CONTROL. Refer to the schematic at the end of this manual for your specific electronic speed control wiring installation. 9B INSTALL THE LOAD CONTROLLER (NON ELECTRONIC ENGINES ONLY) The load controller (Page 53) was designed to work with any engine, gas or diesel, and to be easily installed. Connect the ball chain to the throttle lever at a point about 1 1/2 to 2 form the carburetor shaft center. This may require the fabrication of a suitable flat bracket for attachment to the throttle lever. Attach the flexible cable end to the engine (not the frame or other fixed member) using a suitable fabricated bracket. The cable ends that are threaded should be positioned in the engine speed control bracket slot at the mid point. The other end of the cable at the throttle end bracket should also be positioned at the mid point of the threads. The location of this attachment point must meet this condition: After a 3/8 pull of the ball chain end, the direction of pull must be 90 degrees to a line through the throttle lever shaft center. The ball chain must be slack at engine idle or when the compressor is not engaged, adjust at the chain connector. Make certain the ball chain does not bind, hang up, or otherwise cause interference with the normal movement of the throttle lever while the compressor is not engaged. Mount the load controller to any convenient point on the truck frame, inner fender, or fire wall, but not on the engine. (Engine speed adjustments for high
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and low end can be made at the threaded end of the cable mounted in the engine speed control bracket. Final fine tuning of engine hi and low speeds can be done at the full speed stop screw and the idle speed stop screw located on the engine speed control bracket.) 10. INSTALL THE AIR CLEANER The air cleaner kit consists of a heavy-duty 2-stage dry-type air cleaner, suitable for horizontal mounting, rubber connections, clamps, and a section of flexible tubing (Page 51). Locate the air cleaner at a point where it can draw in cool, clean air. A preferred location is above the cab. Be sure to check that all connections are securely fitted and clamped. Failure to do so could result in dirty air by-passing the filter and entering into the compressor system. 11. PREPARE AND INSTALL HOSES The hose kit consists of a generous amount of bulk hose in various sizes and fittings. The fittings were selected for their ease of assembly in the field, without special tools. A simple four-step procedure is used to make up the hoses: Step 1. Put hose in vise just tight enough to prevent it from turning. Cut hose square with fine-tooth hacksaw or cut-off wheel. Clean hose with compressed air. Step 2. Screw socket counterclockwise onto hose until it bottoms. Back off 1/2 turn. Step 3. Oil nipple threads and screw clockwise into socket and hose, leaving 1/32 to 1/16 clearance between nipple box and socket. Step 4. Clean assembly by blowing with compressed air. Install hoses, be sure to route all hoses so that they do not bind or kink. Avoid hose contact to exhaust piping, muffler, engine manifold, or any other hot surfaces. Secure hoses with tie-downs or clamps. Inspect hose for possible areas where chaffing may occur. It may be necessary to use a protective sleeve on the hose (s) in these areas or to re-route hose. Check that all fittings are tight and secure.
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12. PREPARE AND INSTALL THE ELECTRIC WIRING The wire kit consists of a generous amount of bulk wire in various gauges, colors, sizes, and wire ends. (See Wiring Diagram on Page 49 for wiring of electrical shifter and its switch and indicator light). Cut wire lengths to be as short as possible. Avoid wire contact to exhaust piping, muffler, engine manifold, or any other hot surfaces. Secure wiring with tie-downs or clamps. Inspect wire for possible areas where chaffing may occur. It may be necessary to use a protective sleeve on the wire (s) in these areas or to re-route wire. Check that all connections are tight and secure. Items that require the 12 Volt DC from the run side of the truck ignition switch: Item 1. Fan motor on cooling package wired in series with circuit breaker and thermal sensing temperature controller (all models except front mount coolers). Item 2. Hourmeter at gauge panel wired in series with pressure switch located behind pressure switchgauge (i.e. parking brake, clutch switch and blowdown air pressure switch). Item 3. Safety circuit shutdown switch; to be wired in series with the item that power is to be interrupted in order to shut off the compressor package. NOTE AUTOMATIC OR MANUAL TRANSMISSIONS* THE SAFETY SHUTDOWN SWITCH SHOULD BE WIRED IN SERIES WITH FUEL SOLENOID ON DIESEL ENGINES AND THE IGNITION COIL ON GAS ENGINE DRIVES. *ALLISON AUTOMATIC TRANSMISSIONS REQUIRE THE HIGH RANGE HOLD OR LOCK-UP INSTALLATION TO ENSURE THAT THE TRANSMISSION REMAINS IN THE 1:1 GEAR RATION DURING COMPRESSOR OPERATION. WITHOUT THIS TRANSMISSION MODIFICATION, THE TRANSMISSION WILL SHIFT IN AND OUT OF FOURTH GEAR DURING COMPRESSOR OPERATION.
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13. PRESTART-UP INSPECTION CHECKS This inspection should be done prior to removing truck from bay. Final testing of the system, including checking for leaks, is to be done outside. NOTE ALL TRUCKS SHOULD BE ROAD TESTED PRIOR TO STARTING INSTALLATION TO ISOLATE ANY PREVIOUS TRUCK PROBLEMS. I. Check order to verify that all items originally ordered have been installed and/or are ready to ship with the truck. This would include any special filters, oils, hoses, etc. II. Vacuum inside of truck and all areas (including frame and under hood) that have metal or plastic shavings. Wipe all finger prints off of truck, gauge panel, body, etc. III. Apply decals to proper location. Make sure that area is cleaned prior to applying decals. All decals should have a professional appearance upon application. Additional decals that need to be applied by the body company, should be placed inside the Boss manual and left in the cab of the truck. IV. Check all assemblies, clamps, fittings, drivelines, angles, nuts, and bolts to ensure they are properly secured and/or installed. This includes hoses and wiring; ensure that they are properly tied and secured to the vehicle. This is a very critical area of the inspection. The vehicle should not be moved until this inspection has been completed. V . Record all serial numbers for this installation. A. Truck V.I.N. B. PTO/Split-shaft information C. Air-end number D. Boss serial number E. Receiver tank number F. Generator or any other added equipment from Boss G. Note any special applications relating to specific installations.
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VI. Check all fluid levels. (Position the truck on a level surface so that proper amount of fluids can be added.) A. Fuel- enough for 3 hours of operation. B. Compressor 1. Fill the compressor oil sump (see lubricant section of the operator and parts section for type of lubricant to use). 2. Capacity is approximately 3.25 gallons. 3. Additional oil may need to be added after test. a) Top off oil level to half the sight glass when finished with test. C. Split-shaft box. Fill gear case to 3/4 square head pipe plug near lower edge of gear case marked OIL LEVEL. DO NOT OVER FILL. Add oil at level plug or at breather on the top side. Drain case by removing the magnetic drain plug from bottom of the gear case. Use any high-grade, SAE No. 90 gear lubricant. Lighter grades (No. 80) are satisfactory if ambient temperatures are not over 75 degrees F and should be used in extremely cold weather. Oil capacity is about 3 quarts. (For additional information refer to Waterous PTO Manual Section). NOTE ADD FLUID IF NECESSARY. DO NOT OVER FILL. D. Lube for driveline. E. Truck engine oil. F . Brake fluid. G . Anti-freeze/coolant. H. Any other applicable fluids.
the
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CAUTION DO NOT RUN THE COMPRESSOR IN REVERSE. OPERATING THE COMPRESSOR IN REVERSE WILL RESULT IN EXTENSIVE COMPRESSOR UNIT DAMAGE. The vehicle should be ready for removal from bay at this point. Road test all vehicles after compressor testing. 14. INITIAL START-UP AND TEST A. Start truck engine and allow for warm-up. B. Read the operation section in the operator and parts manual carefully before proceeding onto the initial start-up. C. Safety circuit testing can be done before engaging the PTO and compressor. This system requires the shutdown switch to be wired in series with the fuel solenoid on diesel engine vehicles or wired in series with the ignition coil on gas engine vehicles. Using a 1/16 Allen wrench, set the temperature switchgauge shutdown set point at 220 F. This is done on the face of the gauge. The pressure switchgauge will need to be set at 160 PSI and is adjusted at the face of the gauge using a 1/16 Allen wrench also. Start the truck (do not engage the compressor) and take a screw driver and touch the 1/16 Allen head screw on the face of the temperature switchgauge and simultaneously touch the outside ring on the face of the gauge, and this should shut down the engine. Push in the button on the shutdown switch to reset. Repeat the test with the pressure switchgauge. If engine does not shutdown, check compressor wiring diagram on page 49. D. Engage compressor by following appropriate start-up instructions.
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E. Setting engine speeds. (AIR CYLINDER LOAD CONTROLLER ONLY) To set the load controller, close the service valve and adjust the compressor idle (speed should be approximately 900/1000 RPM). (For vehicles with Generator/Welder option refer to the Generator/Welder manual). Screw in the idle speed set screw to just touch the load controller arm, thus maintaining a constant low end. Do not set speed below 900 RPM. Now adjust the pressure regulator to obtain a sump pressure of 110 PSI. Loosen the locknut on the regulator adjustment screw and turn the adjustment screw clockwise to increase pressure (counter-clockwise to reduce pressure). Re-tighten the locknut. Do not set pressure above 110 PSI or below 70 PSI. Once regulator setting is done, recheck the idle speed and make cable adjustments if necessary. To set the maximum compressor RPM, open the service valve until the sump pressure reads approximately 90 PSI. The maximum compressor RPM is adjusted at the cable end on the engine speed control bracket (see specification section for proper RPM for specific CFM). Recheck the sump pressure after setting the maximum RPM. Cycle the compressor from full load to idle by opening and closing the valve slowly several times. Check that the idle and full speed repeat. Unit should be run for 2 hours (1 hour at maximum compressor RPM and 1 hour at compressor idle). With the unit running at full load, check the operating temperature and operation of the electrical fan (note: the electrical fan is thermostatically controlled and will turn on only when the oil temperature has reached approximately 195 degrees). This is also a good time to inspect the system for any leaks. After the test, disengage the compressor PTO as outlined on the startup/shutdown decal. The engine should immediately return to truck engine idle (500-600 RPM, see truck manual) with little tendency to over speed. If truck idle is not obtained, the chain may be to tight. Loosen by one ball at the chain connector and repeat the setting procedure for the maximum compressor RPM and compressor idle RPM. With the engine stopped and all engine compartment components in place, move the engine throttle to full travel several times to make certain there is no interference with the load controller cable and normal truck acceleration operation. Recheck the compressor oil level after the test is completed. Once the compressor unit oil level has had a chance to level off, top off oil level to half of the sight glass if required.
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PART NUMBER & ILLUSTRATION SECTION
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48
49
ELECTRICAL SYSTEM
CODE E1 E2 E3 E4 E5 E6 E7 E8 E9 E10 E11 E12 E13 E14 E15 E16 E17 E18 E19 E20 E21 E22 PART NUMBER 300074 300075 300076-016 300077 300079 300080 300082 300083 300084 949012-250 949512-250 949302-014 949302-010 949516-250 300227 300474 300909-025 902415-005 925801-130 949415-014 960204-012 949306-014 DESCRIPTION GAUGE, HOUR METER SWITCHGAUGE, PRESSURE SWITCHGAUGE TEMP W/T WELL, 16 FT. CAP. SWITCH, PRESSURE 15# SWITCH, SHUTDOWN 117 WIRE, 12 GA RED WIRE, 16 GA WHITE WIRE, 16 GA BLUE WIRE, 16 GA YELLOW DISCON, FULL INSUL. 1/4 X 12-10 DISCON, YELLOW 1/4 X 12-10 RING, #10 X 14-18 RING, YELLOW #10 X 10-12 DISCON, BLUE 1/4 X 16-14 GAUGE, PANEL CONNECTOR, FAN MOTOR BREAKER, CIRCUIT 25 AMPS TEE, PIPE 1/8 NUT, HEX #10-32 UNF TERMINAL, BUTT 14-18 ELBOW, 1/4 X 1/8 37 FL RING, BLUE 3/8 X 14-18 UNIT EA EA EA EA EA FT FT FT FT EA EA EA EA EA EA EA EA EA EA EA EA EA QTY. 1.00 1.00 1.00 2.00 1.00 15.00 5.00 20.00 20.00 2.00 1.00 6.00 8.00 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00
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INLET SYSTEM
CODE I1 I2 I3 I4 I5 I6 I7 PART NUMBER 300031 300032 300033 300034 300071 300109 300917 DESCRIPTION CAP, AIR FILTER 6.5 BAND, AIR FILTER MTG. 6.5 CLAMP, AIR INLET 3 SLEEVE, INLET HOSE ELBOW, 3 RUBBER 90 HOSE, INLET 3 GT X FT ASSY, AIR FILTER 6.5 UNIT EA EA EA EA EA FT EA QTY. 1.00 2.00 6.00 2.00 2.00 8.3 1.00
*REPLACEMENT ELEMENT PART NUMBER 300092
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LOAD CONTROL SYSTEM
CODE L1 L2 L3 L4 L5 L6 L7 L8 L9 L10 L11 L12 L13 L14 L15 L16 L17 L18 L19 L20 L21 L22 L23 L24 L25
PART NUMBER 300054 *300055 300057 *300058 300059 300060 300061 300062 300063 300064 300126 300715 922202-000 924304-145 925204-226 929104-175 938606-071 960204-012 960204-025 961604-012 961704-012 961704-025 964804-025 964904-030 929104-075
DESCRIPTION PLATE, BASE LOAD CONTROLLER CYLINDER, LARGE LOAD CONTROLLER VALVE, REGULATOR 1/4 CYLINDER, SMALL LOAD CONTROLLER SPRING, LOAD CONTROLLER LEVER, LOAD CONTROLLER CABLE, LOAD CONTROLLER CLEVIS ASSY, LARGE CYLINDER CLEVIS ASSY, SMALL CYLINDER CHAIN, BEAD HOSE ASSY, 1/4 X 8.5 N.O. VALVE, BLOWDOWN N.O. 1/8 NPT NIPPLE, PIPE 1/8 X CLOSE NUT, HEX NYLOC GR5 1/4-20 NUT, HEX GR5 1/4-20 BOLT, HEX GR5 1/4-20 X 1 3/4 WASHER, FLAT 3/8 ELBOW, 1/8 X 1/4 37 FL ELBOW, 1/4 X 1/4 37 FL NIPPLE, HEX RED 1/4 X 1/8 TEE, M BR 1/4 X 1/8 37 FL TEE, M BR 1/4 X 1/4 37 FL TEE, M BR 1/4F X 1/4M BOLT, HANGER 1/4-20 X 3.0 BOLT, HEX GR5 1/4-20 X 3/4 LG
UNIT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA
QTY. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 2.00 2.00 1.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
*IF CLEVIS ASSEMBLY IS NEEDED SEPARATELY: L2 CLEVIS IS P/N 300062 L4 CLEVIS IS P/N 300063
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DISCHARGE SYSTEM
100003
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DISCHARGE SYSTEM
100003
PART NUMBER 300225 300331 300093 300605 907604-030 922212-000 300022-075 922120-110 902205-025 300023-175 301827 922224-000 902415-060 300089 300090-020 300107 902203-023 300108 960112-075 901515-060 960124-150 902915-020 300068 300021 960204-012 980704-025 300057 929105-250 929806-100 937806-094 938206-071 926006-337 929806-150 977704-0404 300234 938205-071 925305-283 QTY 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 2 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 1 EACH 2 EACH 1 EACH 1 EACH 3 EACH 1 EACH 2 EACH 4 EACH 8 EACH 12 EACH 8 EACH 4 EACH 1 EACH 2 EACH 2 EACH 2 EACH DESCRIPTION SUMP, 12" DISCH. W/PLATE BAFF HEAD, COALESCER COALESCER, SPIN-ON ELEMENT ORIFICE, MIN PRESS 1 1/4 X 1 BUSHING, REDUCING 1 X 3/4 NIPPLE, .PIPE 3/4 X CLOSE SCH8 VALVE, SERVICE - 3/4" VENTED NIPPLE, PIPE 1 1/4 X 11 TEE, PIPE RED 1 1/4 X 1/2 X 1 VALVE, RELIEF - 1/2 NPT (175#) VALVE, BLOWDOWN 1/4 N.C. 55502 NIPPLE, PIPE 1 1/2 X CLOSE SCH TEE, PIPE 1 1/2" ADAPTER, 1 1/4 SAE X 1 1/2"NPT CAP, OIL FILL 1-1/4 SAE W/HOLE SIGHTGLASS, OIL LEVEL 1 1/2 TEE, PIPE RED 3/4 X 1/2 X 3/4 PLUG, MAGNETIC 1/2" NPT CONNECTOR, 3/4 JIC X 3/4 MNPT ELBOW, PIPE 1 1/2 CONNECTOR,1 1/2JIC X 1 1/2MNPT PLUG, .PIPE 1/2 RECESSED ZINC BRACKET, RECEIVER TANK MUFFLER, EXHAUST 1/4 ELBOW, 1/4 JIC X 1/8 MNPT 90 ELBOW, 1/4 TB SW X 1/4 MNPT 90 VALVE, REGULATOR 1/4 BOLT, HEX GR5 5/16-18 X 2 1/2 BOLT, HEX GR8 3/8-16 X 1 WASHER LOC 3/8 GRADE 8 WASHER, FLAT 3/8 - GR8 NUT, HEX GR8 3/8-16 BOLT, HEX GR8 3/8-16 X 1 1/2 TEE, 1/4MNPT X 1/4MNPT X 1/4MN BAND, SUMP MTG 12 WASHER, FLAT 5/16 NUT, WHIZ LOCK 5/16-18 ITEM 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
57
COMPRESSOR MOUNTING SYSTEM

CODE M1 M2 M3 M4 M5 M6 M7 M8 M9 M10 M11 M12 M13 M14 M15 M16 M17 M18 M19 M20 M21 M22 M23 M24 M25 M26 M27 M28 M29 M30 M31 M32 M33 M34 M35 M36 M37 M38 M39 M40 M41 PART NUMBER 301331 301085-125 929312-040 937512-036 970708-075 907506-000 961704-025 902106-020 301035 301036 929810-250 928210-112 928010-156 926010-559 929808-150 938200-112 938008-125 300629 926102-238 929310-030 937510-024 300072 970802-012 300721 302715-060 300159-051 922120-030 907606-050 960124-150 960204-025 60057-002 301176 301318 929310-030 301097 301010 926102-236 928206-150 937806-094 938206-071 300159-053 DESCRIPTION COMPRESSOR, R.S. DD B101 NON G FLANGE, DISCHARGE 1 1/4 BOLT, SOCKET HD 12MM X 40MM WASHER, HI-COLLAR LOC 12MM CONNECTOR, 1/2 BSPP X 3/4 JIC PLUG, 14MM BSPP TEE, 1/4 X 1/4 X 1/4 BUSHING, 1 1/2 X 1/2 BRACKET, IBI S.S. BRACKET, IBI S.S. TOP BOLT, HEX GR8 5/8-11 X 2 1/2 WASHER, FLAT 5/8 PLATED WASHER, LOC 5/8 PLATED NUT, HEX GR8 5/8-11 BOLT, HEX GR8 1/2-13 X 1 1/2 WASHER, FLAT 1/2 WASHER, LOC 1/2 VALVE, INLET 90 O-RING BOLT, SOCKET HD 10MM X 30 WASHER, HI-COLLAR 10 SENSOR, FAN ADAPTER, 1/8 F TO BRITISH PIPE VALVE, CHECK & OIL RETURN ELBOW TEE, SIDEOUTLET 1 1/2 PTO, INTEGRAL S.S. TMB 6:1 WO/B NIPPLE, PIPE 1 1/4 X 3 BUSHING, RED 1 1/2 X 1 1/4 CONNECTOR, 1 1/2 X 1 1/2 37 FL ELBOW, 1/4 X 1/4 37 FL BRAKE, PARKING (OPTIONAL) SHIFTER, ELECTRIC SWITCH, PTO ENGAGEMENT LIGHT BOLT, 10MM X 30MM SOCKET HEAD ADAPTER VALVE, INLET CONTROL A.C. 1550 O-RING, INLET VALVE A.C. 1550 BOLT, GR8 3/8 X 1 1/2 WASHER, LOCK 3/8 WASHER, FLAT 3/8 PTO INTEGRAL S.S. TMB W/AUX UNIT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA QTY. 1.00 1.00 4.00 4.00 1.00 1.00 1.00 2.00 2.00 2.00 11.00 10.00 10.00 10.00 8.00 8.00 8.00 1.00 1.00 4.00 4.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3.00 1.00 1.00 4.00 4.00 4.00 1.00
*SEE 60057-007 BILL OF MATERIAL SHOWN ON PAGE 63 FOR PARKING BRAKE PARTS.
59
OIL COOLING SYSTEM

100001
300009 300012 300013 300014 300149 925305-283 929705-100 960212-075 961505-140 300394 300006 300005 300599 300625 938204-071 929104-075 938004-062 960112-075 300573 80010 300474 301755 1 1 1 1 2 17 33 3 16 1 1 1 1 1 2 2 2 1 1 1 1 1 EACH ASSY, FAN BLADE 18 3-BL EACH MOTOR, FAN 12VDC EACH GUARD, FINGER 18 EACH COOLER, OIL 18.6 EACH BRACKET, OIL COOLER VENTURI 18 EACH NUT, WHIZ LOCK 5/16-18 EACH BOLT, WHIZLOCK GR5 5/16-18 X 1 EACH ELBOW, 3/4 JIC X 3/4 MNPT 90 EACH NUT, TINNERMAN - 5/16-18 EACH RING, OIL COOLER (REVISION 0) EACH VENTURI, OIL COOLER EACH ELEMENT, OIL FILTER 8060 EACH HEAD, OIL FILTER EACH BRACKET, COALESCER/OIL EACH WASHER, FLAT 1/4 EACH BOLT, .HEX GR5 1/4-20 X 3/4 EACH WASHER, .LOC 1/4 EACH CONNECTOR, .3/4 JIC X 3/4 MNPT EACH CLIP, FAN ASSY EACH KIT, FAN SENSOR/RELAY HARNESS EACH CONNECTOR, FAN MOTOR EACH RELAY, POWER WEATHERPRF(NOT SHOWN) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
60
FRONT MOUNT OIL COOLER SYSTEM

60023K
925305-283 929705-100 960212-075 300005 300599 300625 938204-071 929104-075 938004-062 960112-075 301662 960412-075 961712-075 300345 301867 902915-030 300756-010 300757-010 300758-010 14 14 3 1 1 1 2 2 2 1 1 1 1 1 2 1 1 1 15 EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH EACH FOOT NUT, WHIZ LOCK 5/16-18 BOLT, WHIZLOCK GR5 5/16-18 X 1 ELBOW, 3/4 JIC X 3/4 MNPT 90 ELEMENT, OIL FILTER HEAD, OIL FILTER BRACKET, COALESCER/OIL WASHER, FLAT 1/4 BOLT, .HEX GR5 1/4-20 X 3/4 WASHER, .LOC 1/4 CONNECTOR, .3/4 JIC X 3/4 MNPT VALVE, THRML 3/4 3-PORT NIPPLE, .HEX 3/4 MPT X 3/4 MPT TEE, M BR 3/4 X 3/4 X3/4 37 FL COOLER, OIL FRONT MOUNT BRACKET, FR MTG PLUG, PIPE 3/4 RECESSED ZINC FITTING, CRIMP 5/8 X 3/4 FTTNG,.RESBL 5/8" ID X 3/4" JIC HOSE, REUSABLE/CRIMP 5/8 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
61
BILL OF MATERIAL FOR P/N 60057-002

PART NUMBER 301138 301194 301195 301196 301197 301198 301199 301200 301201 927102-100 927115-075 300500-048 971808-312 301054 300170 *301272 DESCRIPTION BELLCRANK, MOUNTING BRACKET TIE ROD, WAT. BR. LINKAGE 9 TG ONLY YOKE, WAT. BR. LINKAGE 9 TML/TG BELLCRANK, WAT. BR. LINKAGE 9 TML/TG END ADJUSTABLE WAT. BR. LINKAGE 9 TML/TG CAMSHAFT, WAT. BR. LINKAGE 9 TML/TG PIN, CLEVIS WAT. BR. LINKAGE 9 TML/TG PIN, CLEVIS 5/16 X 1 WAT. BR. LINKAGE 9 PIN, CLEVIS 1/2 X 1 27/64 WAT. LINKAGE PIN, COTTER 1/8 X 1 PIN, COTTER 3/32 X 3/4 CABLE, BRAKE 5/16-24 CLEVIS, 5/16-24 X 1/2 HOLE X 1/2 GAP DRUM, WAT. PB 9 X 3 STUD, WAT. PB ASSEMBLY, BRAKE PADS & BACKING UNIT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA QTY. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 1.00 4.00 1.00
*REPLACEMENT SHOES P/N 301053
62
WARRANTY CLAIMS & RECOMMENDED SPARE PARTS LIST
63
WARRANTY
Boss Industries, Inc.. (BOSS) warrants that this Rotary Screw Compressor unit conforms to applicable drawings and specifications approved in writing by BOSS. The unit assembly will be free from defects in material and workmanship for a period of two (2) years from the date of initial operation or thirty (30) months from the date of shipment, whichever period first expires. All other components and parts of BOSS manufacture, will be free from defects in material and workmanship for a period of one (1) year from the date of initial operation or eighteen (18) months from the date of shipment, whichever period first expires. If within such period BOSS receives from the Buyer written notice of and alleged defect in or nonconformance of the unit, all other components and parts of BOSS manufacture and if in the judgment of BOSS these items do not conform or are found to be defective in material of workmanship, BOSS will at its option either, (a) furnish a Service Representative to correct defective workmanship, or )b) upon return of the item F.O.B. BOSS original shipping point, repair or replace the item or issue credit for the replacement item ordered by Buyer, (Defective material must be returned within thirty (30) days of return shipping instructions from BOSS. Failure to do so within specified time will result in forfeiture of claim), or (c) refund the full purchase price for the item without interest. Factory installed units will also include warranty on installation for a period of one (1) year. This warranty does not cover damage caused by accident, misuse or negligence. If the compressor unit is disassembled the warranty is void. BOSSs sole responsibility and Buyers exclusive remedy hereunder is limited to such repair, replacement, or repayment of the purchase price. Parts not of BOSS manufacture are warranted only to the extent that they are warranted by the original manufacture. BOSS shall have no responsibility for any cost or expense incurred by Buyer from inability of BOSS to repair under said warranty when such inability is beyond the control of BOSS or caused solely by Buyer. There are no other warranties, express, statutory or implied, including those of merchantability and of fitness of purpose; nor any affirmation of fact or representation which extends beyond the description of the face hereof. This warranty shall be void and BOSS shall have no responsibility to repair, replace, or repay the purchase price of defective or damaged parts or components resulting directly or indirectly from the use of repair or replacement parts not of BOSS manufacture or approved by BOSS or from Buyers failure to store, install, maintain, and operate the compressor according to the recommendations contained in the Operating and Parts Manual and good engineering practice. The total responsibility of BOSS for claims, losses, liabilities or damages, whether in contract or tort, arising out of or related to its products shall not exceed the purchase price. In no event shall BOSS be liable for any special, indirect, incidental or consequential damages of any charter, including, but not limited to, loss of use of productive facilities or equipment, loss of profits, property damage, expenses incurred in reliance on the performance of BOSS, or lost production, whether suffered by Buyer or any third party.
BOSS INDUSTRIES, INC. 720 BOYD BLVD. LaPORTE, IN 46350

(219)324-7776 PHONE
64
SUMMARY OF MAIN WARRANTY PROVISIONS

As claims, policies and procedure are governed by the terms of the BOSS Industries, Inc. (BOSS) warranty, it is necessary to outline some of the more important provisions. The BOSS warranty applies only to new and unused products which, after shipment from the factory, have not been altered, changed, repaired or mistreated in any manner whatsoever. Normal maintenance items such as lubricants and filters are not warrantable items. Parts not of BOSS manufacture are warranted only to the extent they are warranted by the original manufacturer. Damage resulting from abuse, neglect, misapplication or overloading of a machine, accessory or part is not covered under warranty. Deterioration or wear occasioned by chemical and/or abrasive action or excessive heat shall not constitute defects. Parts replacement and/or correction of defective workmanship will normally be handled by BOSS Industries, Inc. or their authorized distributor. Failure to file a detailed warranty claim/service report for each occurrence of material defect of defective workmanship will cause warranty claim to be rejected. Defective material must be returned within 30 days of receipt of shipping instructions. Failure to do so within specified time will result in forfeiture of claim. The distributor is responsible for the initial investigation and write up of the warranty claim. Distributor shall be allowed no more than 30 days from date of repair to file a warranty claim/service report. Warranty for failure of BOSS replacement parts covers the net cost of the party only, not labor and mileage. The BOSS warranty does not cover diagnostic calls and travel. That is time spent traveling to the machine to analyze the problem and returning with the proper tools and parts to correct the problem. Boss will deduct from allowable credits for excess freight caused by sender failing to follow return shipping instructions. Distributors or end-users automatically deducting the value of a warranty claim from outstanding balances due and payable to BOSS prior to receiving written notification of BOSS approval of the warranty claim may be subject to forfeiture of the entire claim.
65
WARRANTY INTRODUCTION
The warranty policy and procedures outlined here within are detailed to provide the claimant with the information necessary when filing a warranty claim, and enabling BOSS the ability to serve its customers best. WARRANTY CLAIMS - GENERAL An approved claim depends on the following provision: 1. A warranty claim/service report # must be issued by BOSS. (See filing procedures). 2. Failed part must be returned within 30 days, freight prepaid, with receipt of warranty claim/ service report. 3. Part is definitely defective. 4. Workmanship is definitely defective. 5. Machine is within warranty period. 6. Machine has been operating within design conditions. Claims made by distributors must be verified by distributor prior to contracting BOSS. WARRANTY CLAIMS - FILING PROCEDURES 1. Initiate through purchase order for warranty part or request for credit. 2. Warranty Claims/Service Report will accompany replacement part. When returning failed part to the factory for warranty credit, fill out all information requested on Warranty Claims/Service Report when it is returned to you with replacement part. 3. BOSS will confirm disposition of failed part within 30 days, and or request additional information. 4. Claim acceptance or denial will result in release of a credit or confirmation letter of denial. 5. BOSS will consider each claim on its own merit and reserves the right to accept or reject claim request. In case of air-ends, these will be returned to the manufacturer for their analysis/input. 6. Send Warranty Claim/Service Report request to: BOSS INDUSTRIES, INC. 720 BOYD BLVD. LaPORTE, IN 46350 ATTN: WARRANTY CLAIM ENCLOSED
66
WARRANTY CLAIMS - PREPARATION OF PART RETURN

Parts returned to the factory must be properly packaged to prevent damage during shipment. Damage to a part as a result of improper handling or packing could be cause for claims disallowance of credit. When addressing the package for shipment, the following information must be on the outside of or tagged clearly to package. 1. Return Goods Authorization. 2. Distributor or end-users return address. 3. Correct factory address. 4. Warranty Claim/Service Report #. 5. Number of packages pertaining to each claim. NOTE: Our warranty requires that all defective parts be returned to BOSS freight prepaid. Items sent without RGA number will not be accepted.
DAMAGE IN TRANSIT
Do not return damaged merchandise to BOSS, please follow claim procedure. 1. Loss in transit: The merchandise in our kit or provided in our factory installations has been thoroughly inspected or carefully installed and tested before leaving our plant. However, regardless of the care taken at the factory, there is a possibility that damage may occur in shipment. For this reason, it is recommended that the unit be carefully inspected for evidence of possible damage or malfunction during the first few hours of operation. Responsibility for the safe delivery of the kit or factory installed unit was assumed by the carrier at the time of shipment. Therefore, claims for loss or damage to the contents of the kit or factory installed unit should be made upon the carrier. 2. Concealed loss or damage: Concealed loss or damage means loss or damage which does not become apparent until the kit is unpacked or the factory installed unit is run by the end-user. The contents of the kit or factory installed unit may be damaged due to rough handling while in route to its destination, even though the kit or factory installed unit shows no external damage. When the damage is discovered upon unpacking, make a written request for inspection by the carrier agent within fifteen days of delivery date. Then file a claim with the carrier since such damage is the carriers responsibility.
67
SCREW COMPRESSOR AIR-END EXCHANGE PROGRAM

Factory manufactured air-ends are available on an exchange basis. For current prices and availability, contact BOSS Industries, Inc. or an authorized BOSS distributor. Prices are F.O.B. shipping point. Prices do not include labor for removal or installation. A repairable trade-in air-end must be returned freight prepaid within 30 days after shipment of the manufactured air-end. A five hundred dollar ($500.00 core charge) trade-in allowance will be credited to your account upon return of the defective trade-in. If no air-end is returned, or the air-end has been disassembled, you will be invoiced for the difference between exchange price and price without exchange air-end. Exchanged air-ends are warranted for 12 months.
68
RECOMMENDED SPARE PARTS LIST

PART NUMBER DESCRIPTION
300005 300012 300072 300086 300092 300093 300186 300187 OIL FILTER ELEMENT 12V-DC FAN MOTOR FAN SENSOR SHAFT SEAL REPAIR KIT AIR FILTER ELEMENT SPIN-ON ELEMENT INLET VALVE REPAIR KIT REGULATOR REPAIR KIT
QUANTITY
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
69
NOTES
70

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PTO AIR COMPRESSOR OPERATORS, INSTALLATION AND PARTS MANUAL (IBI SPLIT-SHAFT)

301367 Revised 6/5/01

OPERATORS, INSTALLATION, AND PARTS MANUAL

Compressor Terminology Description of Components

Inspection, Lubrication, and Maintenance Troubleshooting

*125 & 150 PSIG options available. Consult factory.

SPECIFICATIONS SUBJECT TO CHANGE WITHOUT PRIOR NOTICE

Figure 1. To be placed on visor or dash near start-up procedure decal.

Figure 2. To be placed on body near oil sump filler cap.

Figure 3. To be placed on body near air service valve.`

Figure 4. To be placed on body near air service valve.

Figure 5. To be placed on frame near compressor mounting foot.

Figure 6. To be placed on fan shroud.

Figure 7. To be placed on body near oil sump filler cap.

Figure 8. Serial number/name plate to be placed on drivers side door jam.

INSPECTION, LUBRICATION, AND MAINTENANCE

PART NUMBER & ILLUSTRATION SECTION

*REPLACEMENT ELEMENT PART NUMBER 300092

LOAD CONTROL SYSTEM

COMPRESSOR MOUNTING SYSTEM

OIL COOLING SYSTEM

FRONT MOUNT OIL COOLER SYSTEM

BILL OF MATERIAL FOR P/N 60057-002

*REPLACEMENT SHOES P/N 301053

WARRANTY CLAIMS & RECOMMENDED SPARE PARTS LIST

BOSS INDUSTRIES, INC. 720 BOYD BLVD. LaPORTE, IN 46350

SUMMARY OF MAIN WARRANTY PROVISIONS

WARRANTY CLAIMS - PREPARATION OF PART RETURN

SCREW COMPRESSOR AIR-END EXCHANGE PROGRAM

RECOMMENDED SPARE PARTS LIST

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