Operation Manual

Triplex Mud Pump

For Models:
F-800, F-1000, F-1300, F-1600
FA-1300, FB-1300, FA-1600 & FB-1600

RIG/PLANT REFERENCE REFERENCE DESCRIPTION

Triplex Mud Pump
ADDITIONAL CODE SDRL CODE TOTAL PGS
This document contains proprietary and confidential information National-Oilwell, L.P.
which belongs to National Oilwell; it is loaned for limited purposes 1530 W Sam Houston Pkwy. N
REMARKS only and remains the property of National Oilwell. Reproduction, in
whole or in part; or use of this design or distribution of this Houston, TX 77043
MAIN TAG NUMBER DISCIPLINE information to others is not permitted without the express written Phone 713-935-8000
consent of National Oilwell. This document is to be returned to Fax 713-935-8382
National Oilwell upon request and in any event upon completion of
CLIENT PO NUMBER the use for which it was loaned.
© National Oilwell
CLIENT DOCUMENT NUMBER DOCUMENT NUMBER REV

Client Document Number FS-201 03

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REVISION HISTORY

03 24.03.2005 Updated Logo BKF

02 15.02.2005 Updated to new template PG
Rev Date (dd.mm.yyyy) Reason for issue Prepared Checked Approved

CHANGE DESCRIPTION

Revision Change Description

02 Updated to electronic format from PDF to MSWord in new template
03 Updated Logo

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PREFACE

This manual is provided for guidance of those who wish to install, repair, maintain, or adjust the
Continental Emsco equipment covered herein. This information has been prepared with a basic
viewpoint to give accurate and concise data needed to perform minor adjustments as well as
major overhauls.

This information is not elementary, as it is intended for operators and servicemen who are familiar
with drilling equipment in general. It is not intended, nor would it be possible in such limited
space, to cover every possible condition which may be encountered. Always use good, sound
mechanical practices and safety precautions.

All specifications are in accordance with Engineering designs and should be adhered to in all
repairs. Operation and maintenance information on equipment other than National Oilwell’s is
taken in part from the various manufacturers’ manuals. If the equipment manufacturers issue later
instructions, or in the event of conflict, the manufacturer’s information will take precedence over
that shown in this manual, unless specifically stated otherwise.

Refer to the General Lubrication Bulletin for approved lubricants. If any discrepancy exists
between the recommendations in this manual and the General Lubrication Bulletin, those in the
Lubrication Bulletin will take precedence.

The manual sections follow logical divisions in major components, and cover all standard
production unless otherwise specified. Specifications and components covered are for standard
equipment current at the time this manual was approved for printing.

National Oilwell reserves the right to discontinue models at any time, or change specifications or
design of any model without notice and without incurring any obligation.

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IN ORDER TO PREVENT PERSONAL INJURY during performance of any maintenance

or inspection procedures, this equipment must be shut down and not operating. Each
motor and generator is equipped with a motor cutout switch. This switch should be IN,
and the safety bar in place, when any maintenance or inspection procedures are
performed. Employ good mechanical practices when making maintenance repairs,
adjustments, inspections, etc.

When operating all mechanical and electrical equipment, all safety devices must be
engaged, properly adjusted, and in good operating condition, including overtravel devices
for traveling blocks, warning or shutdown devices for engines, etc.

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Allow sufficient clearance for removal of these parts.

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TABLE OF CONTENTS

PREFACE.................................................................................................................................... 3
1 INSTALLATION OF NEW PUMP ................................................................................... 11
2 SETTING THE PUMP ..................................................................................................... 11
2.1 Land Installations.................................................................................................. 11
3 SUCTION SYSTEM REQUIREMENTS........................................................................... 16
3.1 Caution ................................................................................................................. 16
4 PREPARATION OF POWER END ................................................................................. 17
4.1 Power End Lubrication.......................................................................................... 17
4.2 Installation of Crosshead Extension Rods and Diaphragm Stuffing Box Seals..... 18
5 PISTON AND LINER COOLING SYSTEM ..................................................................... 19
5.1 Stationary spray (View A, Fig. 6) .......................................................................... 20
5.2 Moving Nozzle ...................................................................................................... 20
6 ASSEMBLY OF FLUID END PARTS ............................................................................. 23
6.1 Valves and Seats.................................................................................................. 23
7 F-800, F-1000, F-1300 & F-1600 .................................................................................... 24
7.1 Liners.................................................................................................................... 25
7.2 Piston Rod ............................................................................................................ 25
7.3 Piston Rod Clamps ............................................................................................... 25
7.4 Liner Cage and Lower Valve Guide ...................................................................... 26
7.5 Cylinder head ....................................................................................................... 26
7.6 Discharge Valve Pot Covers................................................................................. 26
8 FA-1300 & FA-1600........................................................................................................ 27
8.1 Liners.................................................................................................................... 27
8.2 Piston Rod ............................................................................................................ 28
8.3 Piston Rod clamps................................................................................................ 28
8.4 Lower Valve Guide and Cylinder Head................................................................. 29
8.5 Discharge Valve Pot Covers................................................................................. 29
9 FA-1300 & FA-1600........................................................................................................ 30
10 FB-1300 & FB-1600........................................................................................................ 32

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10.1 Liner...................................................................................................................... 33
10.2 Piston Rod ............................................................................................................ 33
10.3 Piston Rod Clamps ............................................................................................... 34
10.4 Lower Valve Guide and Cylinder Head................................................................. 34
10.5 Discharge Valve Pot Covers................................................................................. 34
10.6 Discharge Manifold all models .............................................................................. 35
10.7 Suction Flange...................................................................................................... 35
10.8 Accessory Manifold............................................................................................... 35
11 LUBRICATION ............................................................................................................... 36
11.1 Minimum Operating Speeds ................................................................................. 37
11.2 Controlled Flow Splash System ............................................................................ 38
11.3 Total Pressure lubrication System ........................................................................ 39
12 MAINTENANCE OF THE LUBRICATION SYSTEM ...................................................... 41
13 MAINTENANCE.............................................................................................................. 43
13.1 Power End ............................................................................................................ 43
13.2 Roller Bearings ..................................................................................................... 44
13.3 Pinion Shaft Assembly.......................................................................................... 46
13.4 Crankshaft Assembly (Fig. 16) ............................................................................ 47
13.5 Installing Crankshaft Assembly in Frame.............................................................. 51
13.6 Installation of Crosshead Guides .......................................................................... 53
13.7 Installation of Crossheads .................................................................................... 54
13.8 Checking crosshead alignment............................................................................. 56
14 FLUID END MAINTENANCE.......................................................................................... 56
14.1 Fluid Cylinder Blocks ............................................................................................ 57
14.2 Suction Manifold ................................................................................................... 58
14.3 Discharge Manifold ............................................................................................... 58
14.4 Cylinder Head Thread Ring .................................................................................. 59
14.5 Welding and Repairs ............................................................................................ 59
14.6 Welding Procedures ............................................................................................ 65
14.7 Repairs to Valve Pot Cover Bore .......................................................................... 66

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General Dimensions

F-800 ( mm ) F-1000 ( mm ) F/FA/FB-1300 ( mm )

F/FA/FB-1600
A 4’-8-7/8” (1445) 4’-10-5/8” (1489) 5’-0-5/8” (1540)
B --- -- ---- -- 5’-7-13/16” (1722)
C 3’-4-1/2” (1029) 3’-8-3/8” (1127) 4’-0-1/8” (1222)
D --- -- ---- -- 4’-8-1/16” (1424)
E 12-7/16” ( 316 ) 13’-3/4” ( 349 ) 13-3/16” ( 335 )
F --- -- ---- -- 4’-3-3/4” (1315)
G --- -- ---- -- 4’-11-3/4” (1518)
H 5’-1-3/4” (1568) 8’-0” 92438) 7’-10” (2388)
J 7’-11-3/8” (2423) 8’-4-1/4” (2546) 8’-11-7/8” (2740)
** K 4’-6-1/4” (1378) 4’-6-7/8” (1394) 4’-10-1/4” (1480)
L (Dia.) 7.00” (177.8) 7.750” (196.85) 8.500” (215.90)
(Keyway) 1-3/4 x 7/8” (44.45 x 22.225) 2” x 1” (50.8 x 25.4) 2” x 1” (50.8 x 25.4)
M 4’-3-3/8” (1305) 4’-9-3/8” (1457) 5’-5-3/4” (1670)
N 5’-5-1/4” (1657) 5’-11-1/8” (1807) 6’-10” (2083)
P 4’-6” (1372) 5’-1” (1549) 6’-1-3/8” (1864)
Q 13’-0” (3962) 13’-6” (4115) 16’ (4877)
R 1’-3-5/8” ( 397 ) 1’-6-7/8” ( 479 ) 1’-9-3/4” ( 553 )
S 10” ( 254 ) 12” ( 305 ) 12-1/4” ( 311 )
T 1’-1” ( 330 ) 1’-1” ( 330 ) 1’-4-1/2” ( 419 )
U 2’-0-1/2” ( 622 ) 1’-2-3/8” ( 365 ) 1’-1-3/4” ( 349 )
V 3’-1-1/2” ( 953 ) 2’-2-3/8” ( 670 ) 2’-6-1/4” ( 768 )
W 10’-3/4” ( 273 ) 10’-3/4” ( 273 ) 12-9/16” ( 319 )
X --- -- ---- -- 1’-7-1/4” ( 489 )

**Required to remove Suction Desurger.

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Specifications

F-800 F-1000 F-FA-FB*1300 F-FA-FB*1600

Max. Liner Size 6-3/4” (171.45 mm) 6-3/4” (171.45 mm) 7-1/2” (190.5 mm) 7-1/2” (190.5 mm)
and stroke 9” (228.6 mm) 10” (254 mm) 12” (304.8 mm) 12” (304.8 mm)
Nominal HP 800 HP 1000 HP 1300 HP 1600 HP
Rating @ 150 SPM @ 140 SPM @ 120 SPM @ 120 SPM
Type Gear Herringbone Herringbone Herringbone Herringbone
4.31:1 4.31:1 4.31:1 4.31:1
Lubrication Pressure and Splash to all Moving Parts
Valve Pots API No. 6 API No. 6 API No. 7 API No. 7
Approx. Wt. 26,603 (12,067 kg) 33,770 (15,318 kg) 45,650 (20,707 kg) 46,820 (21,238 kg)
(Lbs.)

*FB Max. liner size 7” (177.8 mm)

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1 INSTALLATION OF NEW PUMP

Your Continental-Emsco pump has been completely assembled and test operated under
pressure before being shipped to the field. Unless otherwise instructed, the lubrication is
drained from the power end and the expendable parts are removed from the fluid end.
Before putting the pump into service, the following precautions and operations must be
performed or checked.

In order to prevent personal injury during the performance of any maintenance or

inspection procedures, this equipment MUST BE SHUT DOWN AND NOT OPERATING,

and all safety devices on prime movers, drives, etc., MUST BE IN THE SAFE POSITION.

2 SETTING THE PUMP

The skids under the Continental-Emsco pumps are suitable for most any type of
installation. It should be noted, however, that the box type construction of the power frame
has high resistance to bending but relatively less resistance against twist. Therefore, the
support under the pump must be level and adequate to support the weight and operating
forces exerted by the pump.

2.1 Land Installations

In land installations, a mat of 3” X 12” (76.20 mm x 304.8 mm) boards laid side crosswise to
the pump skids for the entire length, or at a minimum, at the points indicated in Fig. 2, is
usually sufficient. The boards should be a few feet wider than the width of the pump skid
runners. Wet or marshy locations may require a more stable foundation.

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Fig. 2

Suitable means, such as Continental-Emsco pump spacers as shown in Fig. 3, should be

used to keep the pump anchored and the drive in alignment. Continental-Emsco mud
pump spacers provide 8-1/2” (215.9mm) adjustment. Any desired length may be obtained
by lengthening the standard pipe spacer, which is made of 3” (76.20mm) extra strong pipe.

Three types of attaching heads are available with this spacer:

1. The chain type to fit pipe.

2. The hinged flange type for

attachment to flat surfaces.

3. Any combination of the two.

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2.1.1 Permanent Installations

On permanent installations such as barge, platform, structural base, or concrete slab,
where pump skids are bolted down, it is essential that the skids be properly shimmed to
prevent possibility of twisting or distorting the power frame. The pump skids must sit solid
on all shim points with bolts loose.

On barge installations, the pump

skids are generally bolted down to
T-beams running parallel and in line
with the pump skids. Install shims at
points shown in Figs. 2 and 4 and
observe caution of proper shimming
to prevent twist or distortion.

The shims on all installations should

extend the full width of the skid
beam flanges and have a minimum
length of 12” (305mm).

On installations where the power unit or electric motor is mounted integrally with the pump
skids, the preferred installation would be to set the pump package on the T-beam skids and
provide retention blocks rather than bolts to hold it in place. This will allow the pump to
“float” and minimize the transfer of barge deck or platform distortion into the frame.

2.1.2 Installation of the Drive

The drive between the mud pumps and the power source, whether V-belts or multi-width
chains, should be installed with the greatest care to assure maximum operating life with
minimum of unexpected or undesirable shutdowns due to drive failures.

When installing the drive sheave or sprocket, make sure all grease or rust preventative is
removed from the shaft and the bore of the drive. Remove all burrs or rough spots from the
shaft, key, and keyway. Fit key to the keyways in both the shaft and drive and install key
into shaft keyway.

Coat pinion shaft with a light coating of anti-seize compound or light oil and install the drive
sheave or sprocket hub. Tighten hub bolts as indicated below:

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When a wrench or length of pipe is used to increase leverage in tightening draw-up bolts, it
is imperative to adhere to the wrench torque values given in the chart below. This
adherence is important, because in mounting the hub, the tightening force on the bolts is
multiplied many times by the wedging action of the tapered surface. This action
compresses the hub for a snug fit on the shaft. If the bolt tightening forces are extreme,
bursting pressure is created in the hub of the mounted pulley; this pressure may cause the
pulley to crack. The hub bolts should always be tightened alternately and progressively.

QD Wrench Torque Wrench Length Wrench Pull

Hub Ft. Lb. Inches Lbs.
F-800 W 600 (83 meter kg) 36 (.90 meters) 200 (92.2 kg)
F-1000 W 600 (83 meter kg) 36 (.90 meters) 200 (92.2 kg)
F-1300 W 600 (83 meter kg) 36 (.90 meters) 200 (92.2 kg)
F-1600 W 600 (83 meter kg) 36 (.90 meters) 200 (92.2 kg)

2.1.2.1 V-Belt Drives

a. Check sheave groove condition.

Before installing the V-belts, check sheave grooves for wear. Worn or rounded
grooves will destroy V-belts rapidly. The side walls must be straight. Sheave
grooves must be free of dirt, rust or other extrusions which could damage the V-
belts.

b. Check sheave alignment.

The final alignment of the V-belt sheaves should be checked after the V-belts have
been installed and adjusted to their operating tension. If the sides of the sheaves
are of equal distance from the centerline of the groove, check alignment by
stretching TWO strings (fish line or piano wire preferred) along one side of the two
sheaves, one above and one below the centerline, and moving one of the sheaves
until the strings touch four points on the side of the sheave rims. This will determine
that the centerline of the drives are parallel and the faces of the sheaves are square.

c. Adjust V-belts for proper tension.

Adjust the belt tension by moving the sheaves apart until all of the sag has just been
eliminated from the tight side of the belt and some of the belts on the slack side.
Then increase the centers approximately ½” (13mm) for each 100” (2540 mm)
center distance. Example: On 150” (3810 mm) center, move pump an additional ¾”
(19.5 mm).

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DO NOT OBTAIN BELT TENSION BY PICKING UP END OF PUMP AND

ALLOWING BELTS TO TIGHTEN UNDER WEIGHT OF PUMP AS END IS
BEING LOWERED TO THE GROUND.

2.1.2.2 Chain Drives

a. Installation

Proper installation and maintenance of the sprocket and chain drives are essential if
good service life is to be obtained. Since many factors, such as chain width, center
distances, speeds, and loads must be considered when determining the allowable
tolerance for sprocket alignment, no good “rule of thumb” can be applied. The chain
alignment must simply be held as nearly perfect as possible. A more precise
alignment can be made by stretching two steel wires (piano wire) along one face of
the two sprockets, one above and one below the centerline, and moving one of the
sprockets until the wires touch at four points. This will determine that the centerlines
of the drives are parallel and the faces of the sprockets are square.

b. Drive chain lubrication

The pump drive chain lubrication system on the majority of Continental-Emsco

pumps is an independent system having its own oil pump, reservoir, and drive. Fill
chain case to the indicated level with a non-detergent oil as follows:

Ambient temperature above 32°F (0°C) SAE-30

Ambient temperature below 32°F (0°C) SAE-20

For temperatures below 0°F, consult a reputable lubrication dealer for

recommendations.

REFER TO GENERAL LUBRICATION BULLETIN for approved lubricants and

additional specifications. If any discrepancy exists between the recommendations in
this manual and the General Lubrication Bullletin, those in the Lubrication Bulletin
will take precedence.

Since this is an independent system, it will require the same maintenance or service
attention employed on any other piece of machinery, including:

- Daily check of oil level.

- Daily check on condition of oil.
- Frequent check on oil pressure. (5-15 psi) (.352 - 1.06 kg/cm²)
- Volume of oil being applied to chain.
- Condition of nozzles in spray tube.
- Condition of oil pump drive (V-belts or chain)

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NOTE: Oil pressure may be adjusted with the pressure relief adjusting screw
on the rear of the pump housing. Pressure drops may also indicate
suction and discharge filter screens need cleaning.

3 SUCTION SYSTEM REQUIREMENTS

Individual installation conditions will dictate the design of the suction system. The suction
of the F-series pumps must have a positive head (pressure) for satisfactory performance.
The optimum suction manifold pressure is 20-30 psi (1.75-2 kg/cm²) for maximum
volumetric efficiency and expendable parts life. This head pressure is best supplied by a 5
x 6 centrifugal pump with 40 h.p. 1150 rpm electric motor. This type of drive requires a
device to automatically start and stop the centrifugal pump motor simultaneously with the
triplex pump. On DC electric powered rigs a signal can usually be supplied from the DC
control panel to energize a magnetic starter when the mud pump clutch air line will provide
a set of contacts for energizing the magnetic starter when clutch is engaged.

The charging pump can also be belt driven from the triplex pinion shaft charging type of
drive is not as efficient at slow speeds with viscous fluids.

Under some conditions the F-Series pumps may be operated without a charging pump,
provided the fluid level in mud pits is higher than the top of the liners, fluid being pumped is
low viscosity and suction line must be short, straight and of at least the same diameter as
suction manifold inlet.

The suction lines should be piped with valve arrangements so the charging pump can be
by-passed so operation can be continued in event of charging pump failure or for
maintenance. Operation without a charging pump can be improved by replacing the
suction valve springs with a weaker spring.

Suction desurgers are a very effective aid for complete filling of the liners and dampening
pulsations in the suction line which results in a smoother flow in the discharge line. If your
pump is equipped with a suction desurger it must be pre-charged with compressed air
before operations are begun. See suction desurger manual for charging instructions.

3.1 Caution
Do not pipe the return line from the shear relief valve back into the suction system as a
relief valve operation will cause a sudden pressure rise in the system vastly greater than
the system pressure ratings, resulting in damage to manifold, suction desurger and
centrifugal pump.

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4 PREPARATION OF POWER END

Your Continental-Emsco pump has been completely assembled and test operated before
being shipped to the field. Unless otherwise instructed, the lubrication is drained from the
power end, and the expendables are removed from the fluid end for storage protection.
Before operating the pump, the following must be performed or checked:

4.1 Power End Lubrication

Before installing lubricant, open inspection door in cover and check oil reservoir for
possible accumulation of condensation, etc., and drain and flush by removing the pipe
plugs on each side of the pump.

Add the proper type and quantity of lubrication in the power end. Refer to the Lubrication
Section of this manual, or lubrication plate on pump frame for type and quantity required.

Recheck oil level after pump has operated for a period of 15 minutes. Shut pump down
and allow approximately five minutes for the oil level to equalize. Check at oil level gauge,
Item 1, Fig. 1. It is usually necessary for a few more gallons of oil to be added due to a
certain amount being retained in the crosshead area and frame cavities.

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4.2 Installation of Crosshead Extension Rods and Diaphragm Stuffing Box Seals.

With reference to Figure 5, remove the diaphragm stuffing box and plate (1) and rotate
pump so that crosshead is at the front of the stroke. Thoroughly clean the front of the
crosshead and the face of the crosshead extension rod. Insert alignment boss on
crosshead extension rod into the crosshead bore and tighten the retainer bolts (2) to the
following torque. Safety wire bolt heads.

F-800 80-100 ft. lbs. (11-14 meter kgs) F-1300 350-370 ft. lbs. (48-51mkgs.)
F-1000 350-370 ft. lbs. (48-51 meter kgs) F-1600 350-370 ft. lbs. (48-51mkgs.)

Thoroughly clean face of power frame and diaphragm stuffing box plate at Position “A”.
Install gasket (3) and capscrews (10). Tighten capscrews as follows:

(1.7 - 2.5 meter kgs) (12 - 17 meter kgs)

F-800 12-18 ft. lbs. F-1300 90-120 ft. lbs.
F-1000 12-18 ft. lbs. F-1600 90-120 ft. lbs.

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Clean bore and face of diaphragm stuffing box plate. Clean OD and flange of
diaphragm stuffing box. Coat OD of diaphragm stuffing box with light oil and install O-
ring seal (4). Insert diaphragm stuffing box in plate bore and tighten capscrews to the
following torque:

F-800 12-18 ft. lbs. F-1300 12-18 ft. lbs.

F-1000 12-18 ft. lbs. F-1600 12-18 ft. lbs.
(1.7 - 2.5 meter kgs.) (1.7 - 2.5 meter kgs)

The diaphragm stuffing box packing assembly consists of a single lip oil seal (6), a
double lip wiper seal (11), a separator spring (7), an O-ring (8), and a lock spring (9).
Install the assembly as follows:

a. Remove pressure spring (5) from single lip oil seal (6) and place seal in the inner
(power end) position on the crosshead extension rod, with lip toward power end.
Replace the pressure spring in the seal lip and slide the seal into position in the
stuffing box. SEE NOTE BELOW.

b. Insert the separator spring (7) over rod and slide it into stuffing box bore.

c. Install the O-ring (8) in groove in stuffing box bore.

d. Remove pressure spring (5) from double lip oil seal (11) and place seal in the
outer position on the crosshead extension rod with main lip toward power end.
Replace the pressure spring in the seal lip and slide the seal into position in the
stuffing box. SEE NOTE BELOW.

CAUTION: The double lip seal can be used in the inner, or power end, position to
replace the single lip seal, but DO NOT use the single lip seal in the
outer position.

e. Install the lock spring (9).

NOTE: CAUTION must be taken to assure the pressure spring (5) does not slip out
of the groove in the oil seal lip, as severe scoring of the crosshead
extension rod can occur. Coat extension rod with a light oil to facilitate
installation of the packing assembly.

5 PISTON AND LINER COOLING SYSTEM

Proper attention must be paid at all times to assure adequate cooling fluid is being applied
to the piston and liner assembly. Stoppage of the cooling fluid will result in almost instant
failure of the piston rubbers and possibly extensive damage to the liner bore.

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Two types of piston and liner cooling systems have been used on Continental-Emsco F-
Series Pumps -- the stationary spray type and a moving nozzle type. Ref. Fig. 6. The
manifold (1) for supplying cooling fluid to the piston and liner assemblies is identical on both
systems. Cooling fluid from either a remote source such as a water line, or from a pump
and reservoir system unitized on the pump skids (Ref. Fig. 7) must be piped into the
manifold at the connection located in the pump frame under the crosshead extension rod
section.

CAUTION: The supply line from a remote system should be equipped with a
strainer to prevent stoppage of the spray nozzles. Water should be
cool and free of abrasive solids. Clean strainer screen or trap once
each day, or as required.

The two types of cooling systems are outlined below:

5.1 Stationary spray (View A, Fig. 6)

The stationary spray cooling system consists of a spray nozzle (2) mounted on a liner
end cover plate (3), which applies cooling fluid in the form of a spray to the piston and
liner area. Adjust cooling water supply to the manifold so that a spray approximately
*12” long is being discharged from each spray nozzle. Inspect spray nozzle operation
VERY OFTEN, making sure the nozzle is pointed directly at the piston.

*(304.8mm)

5.2 Moving Nozzle

The moving nozzle system consists of a spray tube (4) mounted on the extension rod
clamp (5), which applies cooling fluid directly to the back face of the piston. The end of
the spray tube is positioned approximately 1” from the back face of the piston, which
causes the cooling fluid to be deflected so that it constantly floods the piston liner area
throughout the full stroke length.

Inspect spray tube very often to assure that ample cooling fluid is being supplied. At
routine intervals, check condition of the hose (6) which connects the spray tube to the
manifold. This hose travels back and forth with the piston rod assembly, therefore must
be installed so that its movement is not restricted.

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A typical rod cooling assembly consisting of fluid pump driven from pinion shaft and fluid
reservoir mounted in the skids is shown in Figure 7.

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With reference to Fig. 7, maintain electric motor (1) and centrifugal pump (2) according
to manufacturer’s specifications. Rotation of the pump should be clockwise when
viewed from the impeller end.

Adjust regulating valve (3) to apply as much water as possible to the liners without
splashing back on the crosshead extension rods and diaphragm stuffing box plate. 10-
gallons per minute per liner is the preferred flow rate. If water is allowed to splash on
the crosshead extension rods, some of the water will work back into the power end to
contaminate the lubrication oil.

The cooling fluid is returned from the crosshead extension rod compartment to the settling
chamber, and as the fluid overflows through the filter screen between the two sections of
the tank, the solids are allowed to settle out. The filter screen will catch much of the foreign
material floating in the fluid.

Check condition of the cooling fluid at frequent intervals and CLEAN and FLUSH reservoir
as required. Contaminated fluid will cause premature liner and piston wear from abrasion
or stoppage of the spray nozzle or spray tube.

6 ASSEMBLY OF FLUID END PARTS

6.1 Valves and Seats

Remove all three discharge valve pot covers (1), and three cylinder heads and plugs (2),
and thoroughly clean all machined surfaces in the fluid end with a good cleaning solvent.

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Make sure all valve seat bores are VERY CLEAN AND DRY (free of dirt, grease, anti-rust
compound, etc.) and remove all burrs or nicks with a fine emery cloth, using circular motion
around seat surfaces.

THOROUGHLY CLEAN AND DRY the valve seats and install suction and discharge valve
seats into the valve pot bores. Drive seats firmly into place with a bar and hammer.

Install valves and springs, etc., by following any special instructions that may have been
outlined by the specific valve and seat manufacturer.

Install fluid baffle (11), fig. 9, 9A and 9B on end of crosshead extension rod.

7 F-800, F-1000, F-1300 & F-1600

ASSEMBLY OF FLUID END PARTS

A cross-section through the fluid end is shown in Fig. 9. With reference to Fig.9, clean and
assemble the fluid end parts in the following manner:

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7.1 Liners
Inspect liner bore again to make sure it is clean and free of foreign particles to assure metal
to metal contact between the liner and fluid end. Foreign particles can cause the liner to
make up in a “cocked” position resulting in premature wear on liners and pistons.

7.2 Piston Rod

Clean piston and piston rod, making sure they are free of nicks and burrs. Install “O” ring
seal (20) in groove in piston head. Slide piston head on rod while observing that “O” ring
does not fall out of groove. Tighten piston rod nut (21) to 1200-1600 ft. lbs. (166-121
m/kgs.).

Coat liner I.D. and piston O.D. with grease. Check ends of piston rod and extension rod to
be sure they are clean and free of burrs. Insert piston rod through liner holding piston rod
centered at the rear of the liner. Drive the piston into the liner with a driving tool or a piece
of hardwood and sledge hammer. Use caution as the piston rod approaches the crosshead
extension rod that the dowel on the end of the piston rod is not damaged. The piston rod
must be supported and the dowel guided into the pilot bore.

7.3 Piston Rod Clamps

The piston rod clamps are machined as one piece and then cut in half. The two pieces are
stenciled with matching numbers on each half and have a chain link connecting them
together. The two pieces with the same matching numbers should always be kept together
as a set. Install the clamp around the rod end flanges with the water connection holes at
top dead center. Tighten cap screws to the following torque values.

F- 800-100 ft. lbs. (14 Meter/kgs.)

F-1000-160 ft. lbs. (22 Meter/kgs.)
F-1300-245 ft. lbs. (34 Meter/kgs.)
F-1600-245 ft. lbs. (34 Meter/kgs.)

When rods and rod clamps are new a gap in excess of ½” (13 MM) could be present
between the two halves of the clamp. This is satisfactory provided the faces of the rods are
seating metal to metal. As wear occurs, the halves will pull closer together. Clamping
action will be lost when a gap no longer exist. At this time clamps must be replaced.

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7.4 Liner Cage and Lower Valve Guide

Install rear liner seal (5) and push into position against liner shoulder. Slide liner cage (6)
into fluid end, align one hole in the cage with lower valve pot bore. Set lower valve guide
(8) over valve stem through lower hole in cage with the wings on the guide turned
crosswise to the pump. Press down on the guide, compressing the valve spring (7) until
the guide can be rotated ¼ turn and seat into place underneath the cage. Insert the lower
valve guide locking clip (9) through the pad eyes on the lower valve guide and rotate clip to
the right to lock the valve guide tight against the OD of the liner cage. It may sometimes be
necessary to put more or less bend in the center of the clip to make it retain the guide
tightly while the clip handle snaps into position on the right hand side.

7.5 Cylinder head

Insert the outer seal (5) in the fluid end bore against the liner cage. Slide the cylinder head
plug (10) into fluid end. Apply a liberal coat of grease to both mating thread surfaces of the
cylinder head (2). Screw cylinder head in and tighten with wrench furnished with pump and
sledge hammer.

Fluid leakage through the weep hole will indicate a defective seal or loose cylinder head.
DO NOT plug weep holes as this can result in severe damage to cylinder head threads,
thread rings, etc., in event of a liner seal failure.

7.6 Discharge Valve Pot Covers

Install discharge valve pot gasket (3) into bore, and after liberal application of grease or tool
joint compound to the gasket and thread area, tighten the discharge valve pot covers into
place, using a sledge hammer and bar.

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8 FA-1300 & FA-1600

ASSEMBLY OF FLUID END PARTS

A cross-section through the fluid end is shown in Figure 9A. With reference to Fig. 9A,
clean and assemble the fluid end parts in the following manner:

8.1 Liners
Inspect liner bore to make sure it is clean and free of foreign particles to assure metal to
metal contact between the liner and fluid end. Foreign particles can cause the liner to
make up in a “cocked” position resulting in premature wear on liners and pistons.

Remove liner lock body (20). Clean and grease the threaded area of the liner lock body
and liner lock flange. Reinstall liner lock body, screwing it as far as it will go towards the
fluid end. Install liner seal (5) in the groove on the liner. Coat OD of the liner and ID of fluid
end with light oil. Install liner (4) through cylinder head opening and push back into position
shown in fig. 9A.

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Inspect the two-piece liner lock ring (21) and determine that both pieces have the same
matching number stenciled on them. If the lock rings have grooves worn in them make
sure the worn surfaces are turned in the same direction.

Hold the two-piece liner lock ring (21) and determine that both pieces have the same
matching number stenciled on them. If the lock rings have grooves worn in them make
sure the worn surfaces are turned in the same direction.

Hold the two-piece liner lock ring in position and screw the liner lock body toward the power
end until it contacts the liner lock ring and forces it against the liner groove. Tighten liner
into position with spanner wrench, and cheater pipe combination of 3 ½ to 4 ft. length.
(1067 to 1219mm)

Note: Tightening of the liner lock body will energize the liner seal, however it will not
completely seat liner into position metal to metal. After pump is started, and while
running at low speeds and pressure, complete the tightening of the liner with the
spanner wrench until liner seats metal to metal and all movement of the liner is
eliminated.

8.2 Piston Rod

Clean piston and piston rod, making sure they are free of nicks and burrs. Install “O” ring
seal (20) in groove in piston head. Slide piston head on rod while observing that “O” ring
does not fall out of groove. Tighten piston rod nut (21) to 1200-1600 ft. lbs. (166-121
m/kgs).

Coat liner I.D. and piston O.D. with grease. Check ends of piston rod and extension rod to
be sure they are clean and free of burrs. Insert piston rod through liner holding piston rod
centered at the rear of the liner. Drive the piston into the liner with a driving tool or a piece
of hardwood and sledge hammer. Use caution as the piston rod approaches the crosshead
extension rod that the dowel on the end of the piston rod is not damaged. The piston rod
must be supported and the dowel guided into the pilot bore.

8.3 Piston Rod clamps

The piston rod clamps are machined as one piece and then sawed in half. The two pieces
are stenciled with matching numbers on each half. The two pieces with the same matching
numbers should always be kept together as a set. Install the clamp around the rod end
flanges with the water connection holes at top dead center. Tighten cap screws to the
following torque values:

FA-1300 245 ft. lbs. (34 Meter/kgs.)

FA-1600 245 ft. lbs. (34 Meter/kgs.)

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When rods and rod clamps are new a gap in excess of ½” (13mm) could be present
between the two halves of the change. This is satisfactory provided the faces of the rods
are seating metal to metal. As wear occurs, the halves will pull closer together. Clamping
action will be lost when a gap no longer exists. At this time clamps must be replaced.

8.4 Lower Valve Guide and Cylinder Head

It is critical that the lower valve guide, cylinder head plug and mating surfaces in the fluid
end be clean and free of nicks and burrs to allow metal to metal make-up of the parts.

Slide the lower valve guide into the fluid end bore with the top tilted back about 20° until the
valve guide can be seated over the top of the valve stem. Align the valve guide to where
the alignment pin is positioned in the notch in the top of the fluid end bore.

Install head seal (5) on cylinder head plug (10). Apply a coat of light oil to seal and OD of
plug. Screw a 3 ft. (1 m) length of 2” pipe into the threaded opening in the rear of the plug
and using the length of pipe to balance the plug slide it straight into the fluid end. Apply a
liberal coat of grease to the cylinder head threads (2) and screw it up against the plug.
Tighten with cylinder head wrench furnished with pump and sledge hammer.

Fluid leakage through the weep hole will indicate a defective seal or loose cylinder head.
DO NOT plug weep holes as this can result in severe damage to cylinder head threads,
thread rings, etc., in event of a liner seal failure.

8.5 Discharge Valve Pot Covers

Install discharge valve pot gasket (3) into bore, and after liberal application of grease or tool
joint compound to the gasket and thread area, tighten the discharge valve pot covers into
place, using a sledge hammer and bar.

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9 FA-1300 & FA-1600

TYPE II FLUID ENDS

Some refinements have been made to the FA-1300 and FA-1600 Fluid end accessories.
Pumps equipped with these improved parts have been designated as Type II fluid ends,
although the fluid end cylinders were not changed, only the accessory parts. These parts
are completely interchangeable with parts in the older Type I fluid ends.

Pumps were manufactured with Type II fluid ends as parts became available, so early
production of Type II did not run in consecutive serial numbers. Also, some pumps were
manufactured with only partial conversions due to shortage of parts. These were
designated Type 1-1/2 fluid ends which included all the Type II revisions except the cylinder
head and cylinder head thread ring.

Beginning with FA-1300 Serial Number 130 and FA-1600 Serial Number 258, further
production will be manufactured as Type II.

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Conversion kits are available for field conversion of older pumps to Type II or partial
conversion kits are offered also. Before ordering repair parts refer to Fig. 9B for
identification.

With reference to Fig. 9B the Type II fluid end changes are as follows:

1. Cylinder head, threads were changed from ¾ threads per inch to 1 ½ for tighter cylinder
head makeup. Parts are interchangeable between Type I and II provided a matching
cylinder head thread ring is used. Type II cylinder head is readily identified by two V
grooves machined in the end at point .

2. Cylinder head plug, modified slightly to allow metal to metal seat on lower valve guide
ring for more closely controlled packing cavity, and prevents packing cavity from
enlarging due to wear of the metal parts. This part must be used in conjunction with a
Type II lower valve guide ring. Type II cylinder head is readily identified by two V
grooves machined in the plug at point .

3. Lower valve guide, dimensions were changed slightly to conform to new cylinder head
plug and zinc anodes were added for cathodic protection to combat corrosion fatigue in
the fluid end metal.

4. Liner lock body, hammer lugs were added for better tightening of liner, also grease zerts
for lubrication of threads. Part is interchangeable with Type I.

5. Liner lock ring, made heavier with more controlled tolerance for better liner retention
with a groove on the O.D. for a rubber “O”-ring to hold the split ring in place while liner
lock body is being tightened. Part is interchangeable with Type I.

6. Liner, different seal arrangement for more metal to metal support of the liner. A
different seal is used than with Type I liners. Liner and seal are interchangeable with
Type I.

7. Liner end cover, to prevent splash of liner cooling water. Type I liner does not have
grooves to mount end cover.

Assembly instructions are the same for Type II fluids ends as for Type I.

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10 FB-1300 & FB-1600

ASSEMBLY OF FLUID END PARTS

A cross section through the fluid end is shown in fig. 9C. With reference to fig. 9C
thoroughly clean and assemble the fluid end parts in the following manner:

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Note: All of the parts in this fluid end assembly are designed with metal to metal seating
to alleviate friction wear from breathing action encountered in modern high
pressure pump operation. For this reason it is essential that all parts be clean
and free of rust, nicks and burrs before being assembled.

10.1 Liner
Install wear plate seal (1) in counterbore of fluid end. Slide wear plate (2) over studs until it
seats against fluid end. Slide liner thread ring (3) over studs with the starting thread at the
5 o’clock position and tighten nuts to 470-510 ft. lbs. (65-70 m/kgs.) torque.

Note: Placing the starting thread at 5 o’clock position makes engaging the liner lock
threads much easier.

Place liner seal (4) in counterbore of wear plate. Apply thin coat of grease to ID of liner
lock (5) and slide over rear of liner (6). Install two-piece liner lock ring (7) in liner groove
and “O” ring to hold them in position.

Slide liner handling tool over liner up against liner lock ring and tighten set screw to secure
it in place. Hoist liner assembly into position with jib hoist.

Note: FB pumps are factory equipped with jib booms and liner handling tools. If older
pumps are converted to FB fluid ends a jib boom should be added to the pump
frame as considerable weight is involved in handling the liner assembly.

Apply liberal coat of grease to liner lock threads. Align the starting thread of the liner lock
(5) to the 7 o’clock position and insert the liner into the liner thread ring (3) screw liner lock
in until liner seats in position . Tighten with sledge hammer on hammer lugs.

10.2 Piston Rod

Clean piston (9) and piston rod (8), making sure they are free of nicks and burrs. Install “O”
ring seal (10) in groove in piston head. Slide piston head on rod while observing that “O”
ring does not fall out of groove. Tighten piston rod nut (11) to 1200-1600 ft. lbs. (166-121
m/kgs.).

Coat liner I.D. and piston O.D. with grease. Check ends of piston rod and extension rod to
be sure they are clean and free of burrs. Insert piston rod into liner through cylinder head
opening holding piston rod centered at the rear of the liner. Drive the piston into the liner
with a driving tool or a piece of hardwood and sledge hammer. Use caution as the piston
rod approaches the crosshead extension rod that the dowel on the end of the piston rod is
not damaged. The piston rod must be supported and the dowel guided into the pilot bore.

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10.3 Piston Rod Clamps

The piston rod clamps are machined as one piece and then sawed in half. The two pieces
are stenciled with matching numbers on each half. The two pieces with the same matching
numbers should always be kept together as a set. Install the clamp around the rod end
flanges with the water connection holes at top dead center. Tighten cap screws to the
following torque values:

FA-1300 245 ft. lbs. (34 m/kgs.)

FA-1600 245 ft. lbs. (34 m/kgs.)

When rods and rod clamps are new a gap in excess of ½” (13 mm) could be present
between the two halves of the clamp. This is satisfactory provided the faces of the rods are
seating metal to metal. As wear occurs, the halves will pull closer together. Clamping
action will be lost when a gap no longer exists. At this time clamps must be replaced.
Install splash plate on rear of liner.

10.4 Lower Valve Guide and Cylinder Head

Slide the alignment ring (12) into the cylinder head opening engaging the alignment dowel
at the 3 o’clock position. Do not drive on this piece as dowel or dowel hole will be
damaged. It will slide easily into place when it is properly aligned.

Insert the lower valve guide (13) through the alignment ring and position the guide over the
valve stem. Start the lock bolt (14) and draw it down, compressing the valve spring and
seating the valve guide in the tapered slot. Tighten lock bolt to 300 to 340 ft. lbs. 41 to 47
m/kg².

Install head seal (15) on cylinder head plug (16). Coat seal and O.D. of plug with light oil.
Screw a 3 ft. (1 M) length of pipe into the threaded opening on the plug. Using the pipe to
balance the plug, slide it straight into the fluid end opening. Apply a liberal coat of grease
to the cylinder head with wrench provided and sledge hammer.

Fluid leakage through the weep hole will indicate a defective seal or loose cylinder head.
DO NOT plug weep hole as this can result in severe damage to cylinder head threads,
thread rings, etc., in event of a liner seal failure.

10.5 Discharge Valve Pot Covers

Install discharge valve pot gasket (18) into bore, and after liberal application of grease or
tool joint compound to the gasket and thread area, tighten the discharge valve pot covers
into place, using a sledge hammer and bar.

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10.6 Discharge Manifold all models

A 5”-1500*RTJ flange connection is provided on the discharge manifold. REMOVE flange
and protect gasket area before welding (customer’s option) to the discharge piping.
(*127mm)

Tighten discharge flange connection bolts to *1200-1600 ft. lbs. torque. To insure uniform
make-up of the ring joint connection, tighten flange bolt nuts in a crisscross order. (*166-
121 meter kgs.)

If a blind flange is installed on the opposite end of the discharge manifold, check flange
bolts and tighten to same specification as noted above.

10.7 Suction Flange

The suction flange (17) has a 12” (305mm) standard pipe thread connection and is custom
made to match the companion flange on the pump suction manifold. The flange connection
is sealed off by an O-ring seal (14” OD x 13-1/2” ID x ¼ “) (18). (356mm OD x 343mm I.D.
x 6.35mm Dia.)

NOTE: Thoroughly clean O-ring groove and face of flanges before making up connection.
Flanges must make up metal to metal to insure proper seal. Tighten flange bolts to 360-
490 ft. lbs. (50-68 meter kgs.) torque.

CAUTION: If suction pipe is welded to suction flange, remove O-ring prior to welding.

10.8 Accessory Manifold

An accessory manifold, Fig.10, is

available for installation on the
discharge manifold opposite the
discharge end. The manifold will
accommodate a Continental-Emsco
PD-55 pulsation dampener (1) and
provides two 3”-6000 PSI*side
outlet connections for such items as
a pressure gauge (2) and a shear
relief valve (3).

When manifold is used, install and

maintain as follows:

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The flange on the accessory manifold is a 5”-1500 *RTJ. Thoroughly clean ring joint
groove, install ring (4) and tighten the flange bolts (5) to 1200 ft. lbs. torque. To assure
uniform make-up of the ring joint connection, tighten the nuts in a criss-cross order.

The shear relief valve (3) is installed on the discharge manifold for the purpose of
protecting the pump from excessively high pressure overloads.

The relief valve must be installed so that it will be directly exposed to the mud. DO NOT
PUT ANY TYPE OF SHUT OFF VALVE between the relief valve and the manifold. Pipe
the discharge side of the relief valve directly into the mud pit with as few turns in the line as
possible. IT IS NOT RECOMMENDED for the discharge side of the valve to be piped into
the suction line of the pump.

* 5” - = 127mm

3” - 6000 PSI = two 76.2mm - 422 kg/cm²

The relief valve setting should be just above the maximum pressure rating of the particular
liner size being used. CHANGE SETTINGS with each liner size change. DO NOT USE
ALLEN WRENCHES, WELDING RODS, or material other than that called for by the
manufacturer of the relief valve, as this will affect the rating of the relief valve.

The mounting for the PD-55 Continental-Emsco pulsation dampener (1) is a RTJ flange
with R-39 ring gasket. Before installing dampener, thoroughly clean ring groove and ring,
and after setting dampener into place, tighten the 1-1/4”*nut (6) to 750 ft.lbs*. torque. To
insure uniform make-up, tighten nuts in a criss-cross order.

Precharge dampener before starting up pump. Precharge pressure should not be more
than 2/3 of the pump discharge pressure, or a maximum of 650 PSI. (46 kg/cm²)

CAUTION: USE ONLY COMPRESSED NITROGEN OR AIR. DO NOT CHARGE WITH

OXYGEN.

* 1-1/4” = 32mm

750 ft. lbs. = 104 meter kgs

11 LUBRICATION
Proper lubrication of the moving parts in any piece of machinery is the most important
single factor affecting its ultimate life. To obtain maximum trouble-free service life from the
power end of the Continental-Emsco pump, it is necessary to perform routine maintenance
care and inspections to insure the proper amount of CLEAN lubricant is being provided.

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The F-Series pumps utilize the controlled flow oil bath splash and pressure system to
lubricate the entire power end. The type of pressure system provided in each individual
pump will govern the minimum SPM at which the pump can be operated, i.e. pumps which
have pressure lubrication only to the main and pinion bearings, have a minimum rated
speed of 40 SPM. Pumps in which pressure lubrication is provided to the main, pinion, and
crosshead bearings and crosshead compartments may be operated at a minimum speed of
25 SPM, provided there is a minimum of 5 PSI oil pressure. (352 grams/cm²)

11.1 Minimum Operating Speeds

The following is a list of pumps by serial numbers which have the total pressure lubrication
system, and which can be operated at 25 SPM, provided a minimum of 5 PSI (325
grams/cm²) is present. The minimum speed for all other pumps is 40 SPM.

F-800 S/N 6 and up

F-1000 S/N 3, 4, 10 and up
F-1300 S/N 34 and up
F-1600 S/N 15, 23 and up

CAUTION: The pressure lubricating system can be provided with an externally mounted oil
pump driven through V-belts or electric AC motor; or an internally mounted oil pump driven
from the main gear. When an internally mounted oil pump is used, the direction of rotation
of the pinion shaft must be as shown in Fig. 11.

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11.2 Controlled Flow Splash System

The controlled flow splash lubrication system is the same for all F-Series pumps,
regardless of the type of oil pump drive provided for the pressure system. In the controlled
flow splash system, the main gear picks oil up from the reservoir, and when the teeth mesh
with the pinion, the oil is displaced into various troughs and compartments in the frame.
With reference to Figure 13, the oil thrown into trough (7) is directed through the oil tube (8)
to the two pinion bearings.

Oil passage from the top of the crosshead guide compartment to the crosshead bearing is
shown in Figure 12. Oil accumulates in the compartment over the crossheads. The oil
runs through the nipple (6) into the crosshead retainer to the oil passages (5) and on to the
crosshead pin bearing. As noted, the duplicate set of passageways (5) in the crosshead
pin permits the crosshead pins to be rotated without having to give attention to hole
alignment. This permits the installation of crosshead pins from either direction.

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11.3 Total Pressure lubrication System

The total pressure lubrication system, incorporating the internally mounted oil pump for the
F-series pumps, is shown in Figure 13.

In this system, filtered oil is supplied to the pump through the suction filter (1) and is
discharged from the pump into the manifold block (2). Oil is distributed from the manifold
block to the pinion shaft bearing oil line (3) and spray nozzle (3A); and to the main bearing
oil line (4) and the crosshead compartment manifold block (4A) located above the
crosshead compartment. The crosshead compartment manifold block (4A) distributes oil to
the crosshead, crosshead bearings, and extension rods. Pumps which do not have the
crosshead compartment manifold block (4A) do not have the total pressure lubrication
system, and therefore have a minimum rated speed of 40 SPM.

A pressure gauge (5) is mounted on the back wall of the frame to show oil pressure being
maintained in the manifold block. The oil pressure will, of course, vary with the speed of
the main pump, however if a sudden pressure drop or increase occurs, refer to the section
on maintenance of lubrication system for possible cause.

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A pressure relief valve (6) is mounted to the manifold block to keep excess pressure form
damaging oil pump and drive. The relief valve is preset at 40 PSI and must not be
tampered with.

NOTE: If specified, the oil pump for the pressure lubrication system can be independently
powered by an electric motor or some other type of prime mover. When the
independently driven oil pump is used, some type of alarm device or power
interlock must be installed to assure the oil pump is operating when the main pump
is put into service.

When installing the internally mounted oil pump (9, Fig. 13), position pump so that the back
face of the drive gear is flush and parallel with the edge of the main gear, and gear teeth
have*.010-.015 backlash. Remove inspection plate on power end cover for access to the
internally mounted oil pump and filter screen. (* .25 - .38mm)

A typical layout for the pinion shaft driven oil pump is shown in Fig. 14. The oil pump (1) is
piped into the oil system through the suction and pressure connections on the bottom
inside wall of the power frame. Ref. Item 10, Fig. 13. The V-belt drive (2) is adjusted by
moving pump up or down on the mounting bracket.

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Adjust the V-belt drive (2) to a point where the two halves of the belt can almost be
“pinched” together between the thumb and fingers at the center of the drive.
Overtightening can cause premature failure of the pump.

When link type belting is used, caution should be exercised in predetermining belt
elongation. Link type belting in A, B and C widths will elongate approximately 1” per foot
(25mm per 305mm). When installing a drive, subtract 1” per foot from actual required
length (132” required - install 121”) and stretch to fit. (Subtract 25mm/305mm)

To prevent possible injury, always install guard (3, Fig. 14) over V-belts before putting
pump into service.

12 MAINTENANCE OF THE LUBRICATION SYSTEM

Adequate lubrication of the moving parts is, as stated, the most important single factor
affecting the ultimate service life of the pump. CARE AND MAINTENANCE of the system
is the sole responsibility of the operator or crew to which it has been assigned, and the
extent to which this is applied will determine the amount of trouble-free service life that will
be obtained.

The lubricant recommendations shown below, on the name plate on the side of the pump,
or in the General Lubrication Bulletin included with this manual, are the result of extensive
field tests. Substitutions should be made only in extreme emergencies.

REFER TO GENERAL LUBRICATION BULLETIN for approved lubricants and additional

specifications. If any discrepancy exists between the recommendations in this manual and
the General Lubrication Bulletin, those in the Lubrication Bulletin will take precedence.

Lubrication Specifications:

Use extreme pressure, non-corrosive, anti-foaming gear lubricant as follows:

Temperatures +30°F to 155°F (-1°C to 68°C) AGMA No. 6 EP

Temperatures 0°F to 85°F (-18°C to 33°C) AGMA No. 4 EP
(Consult lubrication manual)

Oil reservoir capacity:

F-800 65 U.S. Gal. (246 liters) F-1300 100 U.S. Gal. (379 liters)
F-1000 75 U.S. Gal. (284 liters) F-1600 100 U.S. Gal. (379 liters)

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ONCE EACH TOUR, check and maintain oil level at the FULL mark on the bayonet gauge.
PUMP MUST BE SHUT DOWN and allowed to stand idle for approximately five minutes to
allow oil level to equalize.

ONCE EACH SIX MONTHS, or more often if oil becomes contaminated with abrasive
particles or corrosive compounds, drain and flush the oil reservoir and refill with new
lubricant. Oil drains are located on either side of the pump frame.

During the flushing procedure, thoroughly clean the oil troughs and the compartment in top
of the crosshead guide. Also clean or replace the filter element in the air breather cap and
clean suction screen. Remove covers from settling chamber and purge out contaminants
before adding new oil.

Routine inspection on condition of oil should be made as condensation of moisture in the

air, intrusion of mud, water or dirt, can necessitate a more frequent oil change.

A settling chamber is located in the forward area of the power end floor. Contamination in
the oil splashed into this area is allowed to settle out and should be drained out of the pump
through the clean out covers located on the frame wall underneath the crosshead
inspection doors.

Once each month, remove clean out covers on both sides of pump to drain contaminated
oil from settling chamber. Approximately 15-gallons of oil will be lost; replenish the main
reservoir to compensate for the amount drained out.

Once each week, remove one of the lower ½” capscrews that secure the clean out cover to
the frame to drain off water condensate.

ONCE EACH TOUR, check oil level in main reservoir. Maintain at full mark on dipstick to
the manifold block. If loss of pressure occurs, check for:

- Clogged suction screen

- Low oil level
- Slipping V-belt drive
- Broken or loose connections
- Damaged or worn oil pump
- Defective Relief Valve

For an abnormal increase in oil pressure, check for:

- Plugged oil lines

- Contamination causing oil to be viscous
- Relief valve inoperative
- Defective gauge
- Other conditions

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13 MAINTENANCE

13.1 Power End

Routine inspection of the power end is the most important form of preventive maintenance
and will result in considerable savings by detecting any major trouble that might be
developing and allowing the necessary repairs to be made on a planned or normal rig-down
time.

1. Check tightness of the main bearing bolts. Bolts must be tightened to the following
torque:

F-800 6360 ft. lbs. (880 meter kgs.) F-1300 9750 ft. lbs. (1348mkg.)
F-1000 8800 ft. lbs. (1217 meter kgs.) F-1600 9750 ft. lbs. (1349mkg.)

2. Safety wires -

Check safety wires on all bolts including the main bearing hold-down bolts, eccentric
bearing retainer bolts, and gear retainer bolts. Replace any broken wires after
retightening the bolts. Refer to crankshaft assembly section for bolt torque
requirements.

3. Oil lines -

Check all oil lines to insure they are intact and free of obstructions. Check oil pump
suction hose for damage or flat areas.

4. Suction filter -

Check condition of suction filter. Clean and replace as required.

5. Main bearing cover -

Remove the main bearing cover and check tightness of main bearing retainer bolts,
condition of the bearing rollers, etc. Clean and remove any sludge or foreign substance
that might have accumulated at the bottom of the bearing area.

6. Main gear and pinion teeth -

Inspect the condition of the main gear teeth and pinion gear teeth for any indications of
abnormal wear. During the initial break-in period there will be some pitting on the face
of the gear teeth. This is referred to as “initial pitting” and is not harmful to the life of the
gear. However, if routine inspection indicates the degree of pitting continues to
increase, immediately contact the local representative of the pump manufacturer for a
more thorough inspection of the gear.

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7. Crosshead pin bolts and crosshead guides -

Remove cover and check condition of the crosshead pin bolts and safety wires. (Center
crosshead pin bolts can be reached by removing back cover and placing eccentric on
outer top dead center.) Tighten crosshead bolts (Item 4, Fig.19) to the following torque:

F-800 140-150 ft. lbs. (11 - 12 meter kgs)

F-1000 165-175 ft. lbs. (23 - 24 meter kgs)

F-1300 165-175 ft. lbs. (23 - 24 meter kgs)

F-1600 165-175 ft. lbs. (23 - 24 meter kgs)

DO NOT EXCEED THESE VALUES. USE TORQUE WRENCH

If the crosshead or guide shows abnormal wear or scoring, replace immediately as the
metal particles can cause damage to the bearings, etc. Excess wear can also cause
rapid wear to the piston and liners.

8. Oil and oil reservoir -

Check condition of the oil and cleanliness of the oil reservoir. Service oil system as
described in the Lubrication Section of this manual.

13.2 Roller Bearings

Although the basic construction of the various sizes of Continental-Emsco pumps varies
somewhat, they all have one very important detail in common -- roller bearings. A roller
bearing is a precisely built machine within itself; therefore, careful handling is required in
order to obtain the long service life and high load carrying characteristics associated with
anti-friction bearings.

The main bearings are self-aligning spherical roller bearings. The pinion shaft is mounted
on straight roller bearings. The eccentric bearings are straight roller with thrust plates on
each side to keep the eccentric straps in line, and the crosshead pin bearings are straight
needle roller bearings.

None of the bearings require special adjustments.

All inner and outer races are assembled by means of very accurate fits. This accuracy is
necessary; therefore, if the bearings are to be used again, the inner and outer races and
the roller assemblies of each bearing must be kept together, and reinstalled exactly as they
came off.

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It is always necessary to completely replace any roller bearing that fails, even though only
one part of the bearing shows damage. Since the running clearances of these bearings are
extremely small, excessive clearances, worn or grooved raceways, and any pitting or
flaking of the parts is indicative of failure and the entire bearing should be changed as soon
as possible.

All roller bearings are assembled to their shafts by means of shrink fits. (Ref. bearing fit
data under each shaft assembly.) Damaged or worn bearings and raceways can be
removed by driving them off the shaft with a bar and hammer. They can be cut off the shaft
with a burning torch, but care must be taken not to burn into the shaft. Bearings should
always be heated in an oil bath, the temperature of which should not exceed 300°F
(149°C). Be certain that both the oil and the container are very clean. If the oil container is
in direct contact with the fire, place a rack into the container so that the bearings will not
rest on the bottom. Do not leave the bearings in the oil bath longer than three minutes.

Do not heat the bearings with a torch unless it is the only possible means available. When
it is necessary to use a torch, it should be used only by an experienced welder or
mechanic. Hold the torch at least 6 inches (150mm) away from the bearing and keep the
torch moving at all times. Heat the bearing only until it is hot to the touch. Use a Tempil
stick. DO NOT OVERHEAT THE BEARING. Overheating draws the temper of the metal
and makes the bearing soft.

Once the heated bearing is in place on the shaft, hold it in place until it cools. NEVER USE
WATER OR ANY OTHER LIQUID TO COOL A HOT BEARING. Rapid cooling will cause
the surfaces of the races and rollers to “check” or crack and the bearing will fail
immediately.

Never strike a roller bearing with a steel hammer. If the bearing must be driven into
position, use wood or a soft hammer and strike lightly.

Always lubricate the shaft or housing before installing the bearing. Clean white lead, or an
anti-seize compound, is the best lubricant for this purpose.

Do not remove a new bearing from the box or wrapping until it is to be installed. Protect it
from dirt and other foreign matter at all times. If a bearing must be cleaned, use clean
kerosene or other solvent.

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13.3 Pinion Shaft Assembly

Chart I

Inches

DESCRIPTION POSITION F-800 F-1000 F-1300 F-1600

Inner Race to Shaft A T.0014-T.0024 T.002 -T.0042 T.0016-T.0038 T.0016-T.0038
Outer Race to Bore B L.0004-L.0024 L.0042-L.0006 L.0004-L.0040 L.0004-L.0040
Carrier to Frame Bore C L.003 -L.008 L.003 -L.008 L.003 -L.005 L.003 -L.005

Millimeters

Inner Race to Shaft A T.036 -T.061 T.051 -T.107 T.041 -T.097 T.041 -T.097
Outer Race to Bore B L.010 -L.061 L.107 -L.015 L.010 -L.102 L.010 -L.102
Carrier to Frame Bore C L.076 -L.203 L.076 - L.203 L.076 -L.127 L.076 -L.127

The pinion is an integral part of the shaft, leaving only the installation of the bearings and oil
seal spacer to complete the assembly.

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The running clearances of the bearings are predetermined by their precision fit to the shaft
and the bearing carrier. When performing maintenance or overhaul, make sure the fits
shown in Chart I are obtained.

When installing the pinion shaft assembly in the pump, observe the following precautions:

a. Insure pinion bearing carrier gasket (1) and oil seal carrier gasket (2) are in place
and in good condition.

b. The pinion bearing carrier (3) and the oil seal carrier (4) have the word “TOP” cast in
the face of the flange. MAKE SURE THE CARRIERS ARE INSTALLED WITH THIS
MARK AT THE TOP to correctly position oil troughs and align drain holes.

c. Remove burrs, dents or gouges from the OD of the oil seal spacer (5) before sliding
oil seal carrier (4) into place. Exercise care when sliding lip of seal over end of shaft
to prevent it from being damaged by the sharp edge of the keyway. Also pay
particular attention to insure oil seal lip IS NOT TURNED UNDER by edge of spacer
when sliding seal onto the spacer.

d. Tighten pinion bearing carrier bolts (6) to the approximate torque shown below:

F-800 60-100 ft. lbs. (8-14 m/kgs.) F-1300 80-160 ft. lbs. (11-22 m/kgs.)
F-1000 80-160 ft. lbs. (11-22 m/kgs.) F-1600 80-160 ft. lbs. (11-22 m/kgs.)

e. Check condition of the pinion bearing inner and outer race and rollers. If there is any
indication of galling, flaking or grooving, or if diametral clearance exceeds .008-
.010”, it is recommended the entire bearing be replaced. (.20 - .25mm)

13.4 Crankshaft Assembly (Fig. 16)

The crankshaft assembly consists of the crankshaft, eccentric ring gear, eccentric strap
with bearings, and the main bearings.

The running clearances of the bearings are predetermined by their precision fit to the shaft
and their respective bores. When performing any maintenance or overhaul, make sure the
fits shown in Chart II are obtained.

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Chart II

Inches

DESCRIPTION POSI- F-800 F-1000 F-1300 F-1600

TION
Inner Race to Shaft A T.0022-T.0032 T.0024-T.0048 T.0020-T.0044 T.0020-T.0044
Outer Race to Bore B L.002 - .000 L.0034-T.0004 L.0036-T.0002 L.0038- .000
Inner Race to Shaft C T.005 -T.007 T.005 -T.009 T.0060-T.0100 T.0060-T.0100
Outer Race to Bore D T.002 -T.004 .000 -T.004 .000 -T.004 .000 -T.0040
Gear to Flange E L.001 -L.005 L.001 -L.005 L.001 -L.005 L.001 -L.005
Carrier to Frame Bore F L.002 -T.002 L.002 -T.002 L.002 -T.002 L.002 -T.002
Outer Race to Bore G T.0022-T.0034 .000 -T.003 T.0008-T.004 T.0008-T.004
Inner Race to Pin H T.001 -T.002 T.001 -T.003 T.001 -T.0032 T.001 -T.0032

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Millimeters

Inner Race to Shaft A T.056 -T.081 T.061 -T.122 T.051 -T.112 T.051 -T.112
Outer Race to Bore B L.051 - .000 L.086 -T.010 L.091 -T.005 L.096 - .000
Inner Race to Shaft C T.127 -T.178 T.127 -T.229 T.152 -T.254 T.152 -T.254
Outer Race to Bore D T.127 -T.102 .000 -T.102 .000 -T.102 .000 -T.102
Gear to Flange E L.025 -L.127 L.025 -L.127 L.025 -L.127 L.025 -L.127
Carrier to Fr. Bore F L.051 -T.051 L.051 -T.051 L.051 -T.051 L.051 -T.051
Outer Race to Bore G T.056 -T.086 .00 -T.076 T.02 -T.10 T.02 -T.10
Inner Race to Pin H T.025 -T.051 T.025 -T.076 T.025 -T.081 T.025 -T.081

Assemble the crankshaft in the following manner: (Refer to Fig. 16)

a. Mount gear on flange

Thoroughly clean mating faces of ring gear and flange and bolt flange into position.
Tighten flange bolts (2) to the following torque:

F-800 800-1200 ft. lbs. F-1300 800-1200 ft. lbs. (110-166

F-1000 800-1200 ft. lbs. F-1600 800-1200 ft. lbs. meter kgs.)

Set crankshaft on a set of rollers (at main bearing position) and check runout on face of
gear with a dial indicator. If total indicator runout exceeds .006”, remove gear and
determine cause of misalignment. (.15mm)

NOTE: If runout on face of gear is checked while crankshaft is mounted in the pump
frame, the running clearance in main bearings will require that a simultaneous set of dial
indicator readings be taken at the end of the shaft and the face of the gear; the actual
face runout at any point being the difference between these readings.

b. Install the outer races of the eccentric bearings (13) and the outer race retainer ring (3)
in the three eccentric straps. Outer race retainer ring must be positioned so that oil
scoop is at the bottom when pump is at mid-stroke. Tighten retainer bolts (4) to the
following torque; safety wire heads.

F-800 90-120 ft. lbs. F-1300 90-120 ft. lbs. (12-17 meter kgs.)
F-1000 90-120 ft. lbs. F-1600 90-120 ft. lbs.

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NOTE: The inner and outer races of the eccentric bearings are matched and must not
be intermixed.

c. Install the outer race of the crosshead bearings (19) in the three eccentric straps. It is
preferred that the outer race assembly be “pressed” into position or frozen in “dry ice” or
a deep freeze until it can be inserted into the bore. Under emergency circumstances,
the outer race assembly can be installed by using a large torch and heating the eye of
the eccentric strap. DO NOT EXCEED 300°F (USE Tempil-Stik) and DO NOT USE
WATER to cool the strap. (149°C)

NOTE: The inner and outer races of the crosshead bearings are matched and should
not be intermixed.

d. Install the inner race of the crosshead bearing on the crosshead pin and mark according
to their respective eccentric strap positions. Remove all nicks and burrs before
shrinking race into place. Refer to bearing fit Position H, Chart II.

e. Install inner race of the center eccentric bearing on the shaft. Slide center strap into
position and install inner race clamp (5). Tighten socket head screws (8A) in clamp to
the following torque:

F-800 30-60 ft. lbs. F-1300 30-60 ft. lbs. (4-8 meter kgs.)
F-1000 30-60 ft. lbs. F-1600 30-60 ft. lbs.

f. Install snap ring (7) in the groove on RH eccentric and shrink inner race of eccentric
bearing on shaft. After sliding the RH eccentric strap into position, install inner bearing
retainer (14).

Tighten inner race retainer bolts (8) to the following torque and safety wire:

F-800 30-60 ft. lbs. F-1300 30-60 ft. lbs. (4-8 meter kgs.)
F-1000 30-60 ft. lbs. F-1600 30-60 ft. lbs.

g. Install the LH eccentric bearing (other than for snap ring) and eccentric strap under the
same procedure outlined in step (f) above.

h. Place main bearings (9) in the main bearing carriers (10 RH and 11 LH) and install
outer race retainer (12) and retainer bolts (15). Tighten bolts to the following torque and
safety wire:

F-800 30-60 ft. lbs. F-1300 30-60 ft. lbs. (4-8 meter kgs.)
F-1000 30-60 ft. lbs. F-1600 30-60 ft. lbs.

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NOTE: Even though the main bearing carriers (10 RH and 11 LH) have different
configurations on the OD, they are interchangeable and will fit into the pump frame on
either side. The purpose of the shoulders on the OD of one of the carriers is to locate
and retain the crankshaft in its respective position in the frame.

i. After installing the two main bearing spacers (16), shrink main bearings (9) on each end
of the shaft. Install inner race retainers (17) and retainer bolts (18). Tighten retainer
bolts to the following torque and safety wire:

F-800 30-60 ft. lbs. F-1300 30-60 ft. lbs. (4-8 meter kgs.)
F-1000 30-60 ft. lbs. F-1600 30-60 ft. lbs.

13.5 Installing Crankshaft Assembly in Frame

In order to obtain a more precise fit between the main bearing housing and the frame bore
on F-Series pumps, the installation procedures outlined below are to be followed: (Refer to
Fig. 17)

1. Place piece of wood between eye of eccentric strap and crosshead guide (as shown in
Fig. 18) to protect guide from scoring or gouging as the straps are sliding into position.

2. Rotate the main bearing carrier so that the two flat spots (180° apart) are parallel with
the main bearing bolt holes, and slowly lower the crankshaft into position. (The flat spot
provides clearance for the main bearing bolts.)

3. After placing crankshaft in the frame, and before installing the main bearing caps, check
the rollers in the main bearings to assure that each row of rollers in each bearing is
equally loaded. Equal loading is obtained by positioning the floating bearing carrier so
that the same number of inner and outer rollers supporting the weight of the crankshaft
in each bearing are tight. Because of tolerances, etc., the total number of tight rollers
could vary slightly between individual bearings.

(.076mm)
4. Install and shim main bearing caps to obtain .003” clamp or preload on the main bearing
carrier. This preload is obtained by placing the correct amount of shims under the main
bearing cap. The required amount of shims is determined as follows:

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(.51mm)
a. Install .020” shims under both ends of the main bearing cap.

b. Place a piece of lead wire (approximately 1/32” diameter) (.79mm ø) or Plastigage

between OD of bearing carrier and ID of bearing cap, as near center of bearing cap
as can be determined, and tighten main bearing cap bolts to torque values shown in
Chart III.

c. Remove main bearing cap and determine clearance between bore of cap and OD of
bearing carrier by either mikeing thickness of lead or measuring compressed
dimension of Plastigage.

d. Using this dimension, calculate the required thickness of shims as follows:

Subtract thickness of compressed lead or

Plastigage from the original .020” (.51mm) shim
thickness. Then subtract .003” (.076mm) for preload.
The result is the correct shim thickness required.

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Example:
.020 Original shims (0.51mm)
Less .004 Lead Thickness Less (0.102mm)
.016 (.408mm)
Less .003 Clamp Fit Less (.076mm)
.013 Correct Shim Thickness (.332mm)

NOTE: Machining tolerances make it necessary to determine individual shim

requirements for each (right hand and left hand) main bearing cap.

e. Install main bearing caps with the correct amount of shims as determined above,
and tighten main bearing bolts to torque values shown in Chart III.

f. Again check inner and outer row of rollers on each bearing as previously outlined to
assure equal loading is still present on each bearing.

Chart III

Ft. Lbs. Wrench Thread Torque Wrench Thread

Torque Size Size Meter Kg. Size Size
F-800 6360 3” 2-1/4”-8 880 76.2mm 57.2 - 8/25.4mm
F-1000 8800 3-1/4” 2-1/2”-8 1217 82.5mm 57.2 - 8/25.4mm
F-1300 9750 3-5/8” 3”-8” 1348 92.0mm 76.2 - 8/25.4mm
F-1600 9750 3-5/8” 3”-8 1348 92.0mm 76.2 - 8/25.4mm

13.6 Installation of Crosshead Guides

When installing crosshead guides observe the following procedures and precautions:

1. Thoroughly clean all dirt or contamination and remove all burrs or rough edges from
both sides of the guides and the frame bore where the guides fit.

2. If old guides are to be reused, inspect the wearing surfaces for wear and scoring
streaks. Pumps with serial numbers below those shown have identical upper and lower
crosshead guides which may be reversed to provide a smooth surface for the lower
guide. Worn guides may be used at the top as forces on the crosshead are always
downward.

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F-800 S/N 6 F-1300 S/N 44

F-1000 S/N 12 F-1600 S/N 46

Beginning with the above serial numbers upper and lower crosshead guides are NOT
interchangeable. In these pumps, the guides are machined so that the lower guide
places the crosshead frame centerline, and upper guides are machined to afford proper
crosshead to guide clearance. The guides are marked “UPPER” and “LOWER.” The
new design guides may be used in older pumps provided both upper and lower guides
are replaced.

3. Install upper and lower guides. Torque guide screws to 150 - 200 ft. lbs. (20.84 - 27.60
meter kgs.) Install lock pins by bending in the middle until the ends of lock pin fit into
counterbore. Align ends of lock pin with pin holes in guide and straighten pin guiding
the ends into the holes.

4. Check between frame and guide at points A, Fig. 19, with .002” (.051mm) feeler gauge
to make sure guides fit into frame bore. NO gap should be present.

13.7 Installation of Crossheads

The crossheads in the pumps can be installed through the front (fluid end) or back end of
the crosshead guide. Reference Fig. 19. When installing crossheads, observe the following
precautions:

1. Thoroughly clean all dirt or

contamination and remove all
burrs or rough edges from OD of
the crosshead, crosshead pin
bores, and inner bore of
crosshead guide. Dry crosshead
pin bore so that taper bore
connection will make up metal to
metal. *See Note

2. Position “eye” of eccentric strap at the opening in the side of the crosshead guide.
Block eccentric strap so that crosshead will clear the “eye” as it is sliding into position to
where the crosshead pin holes are in alignment.

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3. Install the left hand crosshead first. Rotate eccentric assembly to move “eye” into
center crosshead and right hand eccentric strap “eye” back, affording clearance to
install center pin through right hand crosshead inspection door. Remove diaphragm
stuffing box plate (1, Fig. 19) and install right hand crosshead through this bore. Slide
into place and install crosshead pin.

* NOTE: If old crossheads are to be reused, inspect the sliding surfaces for wear or
scoring. If necessary, the crossheads may be switched to opposite sides of the
pump and rotated 180° to provide a smooth surface for the bottom of the
crosshead. The center crosshead can be rotated 180° and the crosshead pin
installed from the opposite side of pump.

Slide crosshead pin into bore but do not seat on taper until the crosshead pin retainer
(2) has been installed.

4. Install crosshead pin retainer (2) and retainer bolts (3) and rotate pin until the four
crosshead retainer to crosshead bolt holes (4) are in alignment. Install the crosshead
retainer to crosshead bolts (4) and make up hand tight.

Referring back to fig.12, page B-2, crosshead pin (4) can be installed without regard to
oil holes (5). Two holes are provided so the pin can be rotated 180° in relation to pin to
retainer plate screws (3).

Seat crosshead pin in tapered bore by bumping large end with a light blow. Tighten
retainer bolts (3 and 4, Fig. 19) to the following torque and safety wire:

F-800 140-150 ft. lbs. (20-21 mkg) F-1300 165-175 ft. lbs. (23-24 mkg)
F-1000 165-175 ft. lbs. (23-24 mkg) F-1600 165-175 ft. lbs. (23-24 mkg)

DO NOT EXCEED THESE VALUES. USE TORQUE WRENCH.

NOTE: To pull the crosshead pin, remove the four crosshead retainer to crosshead
bolts (4) and screw two of the bolts into the “jack screw” holes (5). Tighten the two jack
screw bolts until the pin breaks loose. Complete removal of the crosshead pin retainer
plate (2) and slide pin out of bore.

5. Check running clearance of crosshead by sliding long “feeler” gauges between top of
crosshead and crosshead guide bore.
The clearance should not be less than .020” (.508mm). Check with long feeler gauge
over entire surface of crosshead.

Check crosshead alignment as instructed in the next section of this manual.

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NOTE: Less running clearance at center of crosshead can be cause by “swelling” from
overtightening the crosshead pin retainer bolts (4). If present, loosen pin and retighten
into place by using the make-up torques shown in paragraph 4.

13.8 Checking crosshead alignment

To obtain optimum service life from the pistons and liners, the horizontal centerline of the
crosshead extension rod must be positioned as near as possible to the center of the liner.
To check and adjust the crosshead alignment, proceed as follows;

1. Remove diaphragm stuffing box from the diaphragm plate, (fig. 19). Do not remove the
plate.

2. Position crosshead at mid point of stroke. With inside calipers or telescoping gauges
and a micrometer, accurately measure the distance from the diaphragm plate bore to
the crosshead extension rod at the top and bottom. Compare the two measurements to
determine the position of the rod relative to the centerline of the bore.

3. If the top reading is more than .030” (.76mm) greater than the bottom measurement,
shims should be inserted under the lower crosshead guide to bring the extension rod
back to center, provided there is ample clearance between the top of crosshead and
upper guide. Cut shims from steel shim stock long enough to reach completely across
the guides. Cut tabs on the sides to bend down over frame supports to hold shims in
place. Refer to items 3 and 4 under Installation of Crosshead guides.

4. Some older pumps were manufactured with large crosshead clearance which will cause
a loud knocking noise under poor suction conditions. Specifications have been revised
to .020” - .030” (.51 - .76 mm) clearance. After proper alignment has been obtained, the
top guide should be shimmed down to provide the specified clearance.

14 FLUID END MAINTENANCE

For many years, the fluid end of a pump was considered a non-wearing part which did not
cause any concern other than possible infrequent repairs or replacements resulting from
fluid cuts or washouts. However, the higher pressures of the present-day drilling
requirements have resulted in higher stresses being imposed on the fluid end which , when
combined with the corrosive characteristics of the drilling fluid, have resulted in the demand
that more and better maintenance be given to the fluid end parts and pieces if a reasonable
operating life is to be obtained.

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A few of the obvious points are as follows:

a. Make sure all valves on the discharge side of pump are opened before pump is put
into operation. Kicking pump in against a closed valve can often be the start of a
fatigue crack. An open crack may not necessarily occur at the precise moment,
however a small crack could occur and start the process of “corrosion fatigue
failure”.

b. Do not engage pump clutch when prime mover is running at a high rate of speed.
To do so can cause undesirable shock loads against both power end and fluid end.

c. Properly maintain pressure relief valve to assure it is set for the pressure rating on
the liner size being used.

d. Do not operate the pump for an extended period of time if a severe fluid knock is
present. The additional stress cycle, although of a lesser magnitude than normal
operating loads, must be added to the total number of cycles when considering the
fatigue life of the equipment.

e. Properly prepare fluid end for storage. When pump is to be shut down or not
operated for a period of ten days or more, it is recommended that the fluid end parts
such as liners, pistons, rods, etc., be removed from the pump and the fluid end
flushed out completely with fresh water. After a thorough flushing , apply grease or
a rust preventative to all of the machined surfaces such as valve pot cover threads,
valve pot cover gasket surfaces, valve seats, liner bores, etc. The parts removed
from the pump including liners, piston rods, etc., should of course be protected from
the elements. This will not only extend the life of the fluid end through resistance to
corrosion, but will also protect the usable life still left in the expendable parts and
maintain them in good condition for installation in the pump at the next start-up
period.

Maintenance and repairs should be made on the fluid end assembly by observing the
following precautions. Refer to Figure 20.

The fluid end assembly for these triplex pumps consists of three forged cylinder blocks,
complete with valve pot covers and cylinder heads, a suction manifold, and a discharge
manifold.

14.1 Fluid Cylinder Blocks

The three separate fluid cylinder blocks (1) bolt metal-to-metal to the power end frame
through retainer studs (2). Alignment with the power end frame bores is obtained through
the “pilot” boss on fluid end.

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However, to obtain accurate alignment, all nicks or burrs must be removed from “pilot” boss
and frame bore and all dirt and foreign matter cleaned form the mating surfaces; otherwise
cylinder blocks could make up in a “cocked” or misaligned position.

The fit between “pilot” boss and frame bore (Position A) is as follows:

(L.05mm) (L.20mm)
Pilot Boss to Frame L.002 - L.008

Install the three cylinder block nuts to the torque values shown in Chart V.

14.2 Suction Manifold

The suction manifold (3) bolts to each cylinder block and is sealed through the O-ring (4) in
the connection flange. Thoroughly clean O-ring groove, the O-ring sealing surface on
bottom of the cylinder block, and replace O-ring seal before bolting manifold into position.
The flange connection MUST make up metal-to-metal to retain the O-ring seal, therefore
any nicks, grooves or washouts on the sealing surface must be repaired before installation.
Ref. Welding and Repair Section in this manual for repair procedures.

Start all suction manifold bolts (5) in the three cylinder blocks before tightening. Tighten to
torque values shown in Chart V.

14.3 Discharge Manifold

The discharge manifold (6) bolts to each cylinder block and is sealed through the O-ring in
the connection flange.

Thoroughly clean the O-ring groove, the O-ring sealing surface on face of the cylinder block
before bolting the manifold back into position. The flange connection MUST make up
metal-to-metal to retain the O-ring seal, therefore any nicks, grooves, or washouts on this
sealing surface must be repaired before installation. Ref. Welding and Repair Section in
this manual for repair procedures.

Start all discharge manifold bolts (8) in the three cylinder blocks before tightening. Tighten
to torque values shown in Chart V. Tighten cylinder block to power frame stud nuts to
torque values shown in Chart V.

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14.4 Cylinder Head Thread Ring

A replaceable cylinder head thread ring (9) is bolted on to the face of the cylinder blocks.
The thread ring must make up metal-to-metal with face of cylinder blocks in order for the
axis of the threads to be perfectly square with the cylinder block bore. Therefore, make
sure all burrs, extrusions, or foreign matter is removed from the mating faces before making
installation.

NOTE: Install thread ring so that the “bleed hole” is in the down position. Tighten the
cylinder head thread ring stud nuts (10) to the torque values shown in Chart V.

14.5 Welding and Repairs

On occasion where washouts or normal wear cause repairs to be made to the fluid end
bores, the following welding procedures and precautions should be closely followed.
Machine bore all dimensions to those shown in applicable chart, and in all cases maintain
the shoulders (where liner, covers, etc., seat) 90° to the axis of the bore.

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Chart V

POSITION ITEM TORQUE TORQUE

FT. LBS METER-KG
Cyl. Block to Power End 2 1600 221
Suction Manifold 5 240 33
Discharge Manifold 8 1000 138
Thread Ring F-800-F-1000 10 1360 188
F-1300-F-1600 10 1600 221

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Chart VI

POSI- Inches Millimeters

TION F-800 F-1000 F-1300 F-1600 F-800 F-1000 F-1300 F-1600
A 8.755-8.760 9.755-9.760 222.38-222.50 247.78-247.90
B 7.766-7.758 8.755-8.758 196.98-197.05 222.38-222.45
C 13-3/8 14-3/4 339.7 374.65
D 6.775-6.780 7.375-7.380 172.08-172.21 187.32-187.45
E 6.010-6.015 6.630-6.635 152.65-152.78 168.40-168.53
F 5.622-5.627 6.247-6.252 142.80-142.93 158.67-158.80
G 4” 4” 101.6 101.6
H 4-1/2” 4-1/2” 114.3 114.3

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FA-1300 & FA-1600

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Chart VII

FA-1300 & FA-1600

Inches Millimeters
A 11.625-11.635 295.27-295.53
B 10.560-10.565 260.22-269.35
C 8.755-8.758 222.38-222.45
D 9.755-9.760 247.78-247.90
E 16-3/4 225.45
F 2.995-3.000 76.07-76.20
G 1.657-1.662 42.09-42.21
H 2-1/2 63.5
J 6.247-6.252 158.67-158.80
K 6.630-6.635 168.40-168.53
L 7.375-7.380 187.32-187.45
M 4” 101.6
N 4-1/2” 114.3
P 5-7/8” 149.2

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FB-1300 & FB-1600

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Chart VIII

Inches Millimeters
A 8.250-8.255 209.55-209.68
B 7.125-7.130 180.97-181.10
C 8.252-8.255 209.60-209.68
D 14.499-14.501 368.27-368.32
E ¼” x 45° 6.35 x 45°
F 2.995-3.000 76.07-76.20
G .625-.630 15.87-16.00
H 1.120-1.130 28.45-28.70
J 5.870-5.880 149.10-149.35
K 6.247-6.252 158.67-158.80
L 6.630-6.635 168.40-168.53
M 7.375-7.380 187.32-187.45
N .495-.505 12.57-12.83
P 2” Taper per ft. on dia. 50.80 Taper per ft. on dia.

14.6 Welding Procedures

Weld repairs can usually be separated into two categories:
(1) Washes, and (2) Cracks. Listed below is the basic information for the repairs:

Washout: - Weld as 30 Carbon Steel.

- Clean area by grinding or Arc-air.
- Before starting any welding procedure, make sure the electrodes are dry of
moisture, and if necessary, put in oven and bring up to temperature required
to drive out moisture.
- Spot heat area to 250° - 350°F (120° - 180°C) out in all directions for a
minimum of 3”. (75mm)
- Use AWS-ASTM E-60-7018 low hydrogen rods. Example - Adam-Arc 7018.
- Temperatures should be brought back to 250° - 350°F (120° - 180°C) after
each pass and maintained throughout the welding. After welding is
completed and area cleaned, heat to 250° - 350°F (120° - 180°C) and allow
to cool.

Cracks: - Grind out all of crack. Any attempt to burn out a crack will only result in the
crack progressing faster than the material can be burned.
- Follow the same welding procedure as above.

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Preheating: - The purpose of preheating is to expand the area being repaired so that as
the cooling process takes place, the welded area and the preheated area will
cool more uniformly. Preheating also prevents hard spots from forming
between the base metal and the welding by eliminating a thermal shock as
the weld is being applied. This hard spot will, of course, be a good place for
fatigue cracks to occur.

14.7 Repairs to Valve Pot Cover Bore

When making repairs to washouts in the valve pot cover bore, it is extremely important that
the surface where the valve cover seats is either “machined” or “ground” perfectly flat and
90° to the axis of the threads. A shown in Fig. 21, the valve pot cover gasket (1) seats into
the counterbore at top of valve cover deck, and as the cover makes up metal to metal to
the valve deck, the gasket is confined within its counterbore. Obviously, any high spots on
the valve cover deck from weld repairs, or any low spot from over-grinding of the repairs
can result in a gap between top of the valve cover deck and bottom of the valve cover,
through which the valve cover gasket can be extruded under pressure.

The high or low spot can also cause valve covers to make up in a “cocked” position and
result in severe thread damage (cracks) due to the axis of the two mating threads being out
of square.

Approximate Weights of Pump Assemblies

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F-800 F-1000 F-1300 F-1600

lbs. kgs. lbs. kgs. lbs. kgs. lbs kgs.
Pinion Shaft 1,630 740 1,709 775 2,356 1,069 2,373 1,077
Crankshaft Assy. 7,458 3,383 10,479 4,744 14,564 6,606 15,179 6,885
Crosshead 258 117 363 165 431 196 431 196
Crosshead Pin & Retainer 123 56 177 80 201 91 201 91
Gear Case Cover 262 119 340 154 379 172 379 172
Suction Manifold 429 195 704 319 704 319 704 319
Discharge Manifold 696 316 717 325 740 336 740 336
One-third Fluid end 1,140 517 1,140 517 1,865 846 1,865 846
section-studded
FA-1300 FB-1300 FA-1600 FB-1600
*one-third Fluid end lbs. kgs. lbs. kgs. lbs. kgs. lbs. kgs.
section-studded
1,667 756 2,724 1,236 1,667 756 2,724 1,236

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