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What would cause the cam on a v255 IR to have excessive wear

I have a V255 IR air compressor to wear an excessive amount on the CAM ?

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  • Tommy
    Tommy Nov 27, 2013

    I am refering to the crankshaft cam where the connecting rods Thanksconnect

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  • Master
  • 1,727 Answers

Lack of proper maintenance.... incorrect oil or oil level

Posted on Dec 30, 2013

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Posted on Jan 02, 2017

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SOURCE: my IR 2340 air compressor wonr drain with the auto

Either blocked or rusted up Hate these things Throw in away and put a tap on it so you can drain it manually

Posted on Oct 22, 2009

  • 205 Answers

SOURCE: I have IR 2000 air compressor and it ejects large

I need to know if this is a rotary screw compressor or a piston compressor. Ir makes a 2000 in both. If this is a older ssr2000 rotary I would first look at the minimum pressure check valve. It is located on top of the seperator tank. The top cap will screw off. In it is a large spring ,a piston ,a small spring and a disc with teflon seat. check the teflon seat. Make sure all are clean and slide in the bore of the valve freely. I use sil glide lubricate from napa to lubricate all parts. if the o-ring is damaged it will need replacing. I usually get a kit from IR if any parts need replacing. Reassemble. the next place to look is on the 4 " line from the bottom of the airend to the seperator tank. In this line close to the airend between a flange is the check valve. If you remove it look closely at the orientation of this valve. If not reinstalled properly it will not close and let large amounts of oil back into the airend. check for wear, sticking etc. It should be very free and close easily.

Posted on Jul 13, 2011

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2006 cts 2.8 making loud ticking noise ,running rough and has misfire codes po300,301,303,305


codes p 300 is a random/ multiple misfire===causes spark plugs---HT leads ---injectors/s--ignition coil/s--low compression---wiring
codes p 301,303,305 are misfires detected for no 1,3 5 cylinders === causes listed are engine mechanical fault---wiring---ignition/fuel systems ---injectors---ECT/MAF sensors---ECM
You do not mention if this is a v6 engine in which case no 1,3 5 will be all in the one bank head
With the loud ticking noise that amounts to a mechanical fault associated with that bank
could be loose valve seat inserts , cam lobes failure or cam follower failure or hydraulic lifters problem even loose cam shaft bearings / caps
I would be inclined to remove the rocker cover and check for metal , loose bolts , excessive valve clearance before I went plugs etc
the main indicator for the answer is the loud ticking noise which indicates a valve train problem which will cause the rough running

Jan 15, 2016 | Cars & Trucks

1 Answer

Why does oil shoot out breather when I turn it on?


If the oil reservoir went dry, this will cause excessive heat and wear on the piston in the compressor. Once you refilled it, air now slips past the overly worn piston and blows oil out of the breather. This escaping air is the reason why the compressor will not get to more than 50 psi. You will need to repair (rebuild), or replace the compressor. Running it out of oil killed it.

Aug 09, 2015 | Campbell Hausfeld HL5402 4-Gallon...

1 Answer

The possible causes of compressor knocks


The most common cause would be the same as an engine. Excess wear on the crank shaft and components or lack of compression.

Aug 07, 2013 | Air Tools & Compressors

1 Answer

What would cause a combination of P0304 and P2293 OBD codes on a 2007 Passat 2.0T?


P0204 is miss fire detected on #4 cylinder.

Below is TSB from VW on your problem...a common one.


Technical Product Literature Transaction No.: 2015153/1
MIL ON, DTC P0087, P1093 or P2293 Stored in ECM Fault Memory Release date: Jun 29, 2007
Condition
15 07 04 June 29, 2007 2015153
MIL ON, DTC P0087, P1093 or P2293 Stored in ECM Fault Memory
MIL ON with the following DTCs may be stored in ECM fault memory:
DTC Description
P0087 Fuel Rail / System Pressure - Too Low
P1093 Fuel Trim 2, Bank 1 Malfunction
P2293 Fuel Pressure Regulator 2 Performance

Technical Background
Excessive wear of intake camshaft lobe that drives the high pressure fuel pump. The wear limits maximum pump piston lift, causing fuel rail pressure fluctuations.
The wear on the camshaft lobe can also lead to wear on the base of the high pressure fuel pump cam follower.
Production Solution
Increase surface hardening of camshaft lobe for the high pressure fuel pump
Improved intake camshafts have Part No. 06F109101B.
Service

• Remove the high pressure fuel pump and visually inspect:
1. Base surface of the cam follower -6- in contact with the camshaft lobe.
2. Tip of the high pressure fuel pump plunger.
3. High pressure fuel pump camshaft lobe.

If the base of the cam shaft follower looks like -C- or -D-, no excessive wear is present.
Cam follower and camshaft should not be replaced.
If the cam follower base surface is excessively worn so that its surface is concave -B- or missing -A-, inspect the intake cam shaft lobe for wear.

cam.jpg

If the high pressure fuel pump camshaft lobe shows excessive wear, replace the intake camshaft with Part No. 06F109101B and the cam follower with Part No. 06D109309C, see Group 15 Engine - Cylinder head, Valvetrain in ElsaWeb.

Inspect the tip of the high pressure fuel pump plunger for excessive wear.
If excessive wear is found the high pressure pump must also be replaced, see Group 20 Fuel supply in ElsaWeb.
Tip:
High pressure fuel pump plunger damage is only possible if the cam follower base has a hole in it and the plunger tip has come in direct contact with the camshaft lobe.
If no excessive wear can be found in the high pressure fuel pump cam follower or intake camshaft lobe, or if the damage is found in camshafts with part number 06F 109 101 B, create a Technical Assistance Contact Ticket under the Concern Type Engine and Engine Electronics in ElsaWeb.
Attach the complete diagnostic log to the contact, and call the VW Technical Assistance Center for further assistance.

Warranty
When procedure applies to vehicles within the New Vehicle Limited Warranty, use the following:
Claim Type: W2
Part Identifier: 1505
Damage Code: 1505 18 _ _ _* 2
Labor Operation:
2.0T FSI engine Use applicable SRT time in ElsaWeb
Diagnostic Time: Actual GFF time expenditure
Claim Comment: Input "As per Technical Bulletin 2015153" in comment section of Warranty Claim.

* Code per warranty vendor code policy.
Required Parts and Tools
Description Part No: Quantity
Intake Cam Shaft 06F109101B 1
Cam Follower 06D109309C 1

No Special Tools required.

Aug 19, 2011 | 2007 Volkswagen Passat Sedan

1 Answer

I have IR 2000 air compressor and it ejects large amounts of coolant out of the air inlet. It seems like this occurs more so when it is hot. This has only happened with IR air compressors.


I need to know if this is a rotary screw compressor or a piston compressor. Ir makes a 2000 in both. If this is a older ssr2000 rotary I would first look at the minimum pressure check valve. It is located on top of the seperator tank. The top cap will screw off. In it is a large spring ,a piston ,a small spring and a disc with teflon seat. check the teflon seat. Make sure all are clean and slide in the bore of the valve freely. I use sil glide lubricate from napa to lubricate all parts. if the o-ring is damaged it will need replacing. I usually get a kit from IR if any parts need replacing. Reassemble. the next place to look is on the 4 " line from the bottom of the airend to the seperator tank. In this line close to the airend between a flange is the check valve. If you remove it look closely at the orientation of this valve. If not reinstalled properly it will not close and let large amounts of oil back into the airend. check for wear, sticking etc. It should be very free and close easily.

Jul 12, 2011 | Ingersoll Air Tools & Compressors

1 Answer

How does the distributor housing and gear get lubrication


Your distributor gear is oiled by runoff that drips onto the corresponding gear on the camshaft. by design, a small amount of oil is either drawn up the shaft or is introduced by a small oiling hole in the side of the housing if needed. The bushings in a distributor are often made from oilite which is bronze with a lubricant impregnated into it, or aluminum that has been chemically hardened to prevent wear.
Replacing distributor bushings used to be common but today, it's really difficult to find bushing sets so it's generally easier to just replace it with a rebuilt one.
If your engine is eating distributor gears, look into the hole where the distributor goes and check the cam gear. If that gear is damaged you may need a new cam. In that case I'd also check cam end play. If excessive you may need to replace a thrust plate or add a thrust button to limit movement. (depends on which engine you have)

Feb 21, 2011 | Jeep Wrangler Cars & Trucks

1 Answer

1987 cbr making a loud ticking from middle or top of motor what do u think it could b


Tappets?, Cam chain-excessive wear?, Chain tensioner?, Worse case all and cam bearings,
Top end re-build will find problem and give a performance enhancement as a 'dbl wammy'

Jan 31, 2011 | 1987 Honda CBR 750 Hurricane

1 Answer

When should the timing chain be changed on a 1998 2.5 td Limited?


The 2.5 engine has a relatively short chain when compared with many other engines.
In 99.9% of chain failures, the chain does not actually snap but stretches and wears, allowing it to ride up on the cam gear as it turns. That excessive slack allows the cam timing to run slightly behind the crank position and ignition timing to be similarly altered. On engines using a nylon toothed cam gear, the chain running up on the teeth puts stress above the aluminum support inside the gear teeth, allowing the nylon teeth to shear off (Jeep gears are steel and do not share that problem)
Chain wear and stretch is a multiple of the number of links in the chain. A long chain with equal wear on all links will have more slack than a short one as the wear is added together as a total.
The only two items that will cause a chain to wear faster than normal are lack of oil and severe overheating. (assuming the use of a good quality oil).
So, all that said, I'd expect a short chain to last at least 200K miles before becoming worn enough to need replacement. If the engine was not well maintained and has gunk buildup or was severely overheated at any point, I'd shorten that up to perhaps 175K. If you remove the cover to inspect it, then I'd replace it regardless of it's condition as the amount of labor involved is pretty much the same and the chain and gears are not very expensive. If replaced anywhere after 150K it's likely the new chain will outlast the remainder of the vehicle!!!

Jan 10, 2011 | 1999 Jeep Cherokee

1 Answer

Air works @idle but breaks tensioner and rattles @high rpm


the only way a compressor could cause this problem with your truck would be if someone added too much refrigerant oil or the vanes in the compressor are wearing out.(excess refrigerant oil causes the compressor to drag down harder as with the worn vanes) Disregard the refrigerant oil if the system has not been recharged or changed.

Sep 03, 2009 | 2003 Chevrolet Silverado 1500

1 Answer

Code po 171 system lean on bank one what would cause this and what would the solution be on a 2002 buick lasabre


DTC P0171 and Po174 indicate air/fuel ratio is correcting rich for an overly lean condition. You could have several things causing this 1. fuel system malfuntion 2. EGR system malfunction 3. Air intake vacuum leak 4. Engine oil level to high 5. Incorrect cam timing 6. Restricted air cleaner 7. Faulty PCV system 8. Excessive internal engine wear.
Sorry I could not be more specific. Check for the easy things in this list. Most of the time one of the o2 sensors in bank one has failed and not reading correctly. Same on the 02 Lesabre.

Mar 01, 2009 | 1998 Ford Crown Victoria

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