I think I got taken on this Kellogg American 331TV compressor :(

highcarbon said:

be careful with that 50 year old tank. for sure get the fittings off and get the water and crud out of it. replace with standard schedule 40 pipe fittings and a valve. make sure you have a relief valve on the tank.and a reliable guage. belt guard needs to be able for air to pass through it to get to the cooler coils.I worked on Kelloggs for a long time. the air filter can be replacedd with a modern Solberg housing and filter from graingers. might need a pressure washing to find the oil leaks. drain the oil and replace with nondetergent 30 weight . good luck and be careful.

Click to expand...

twooldfarmers said:

did you ever come across the proper specs for the torque on the 3/8 head bolts

I have been looking and looking

Click to expand...

Zrexxer said:

Has that crankshaft been welded???

Click to expand...

Zrexxer said:

OK, now that you explained it I can see what you're talking about. I've never seen that before.

Click to expand...

Burgerkong said:

Post 12 , 28 foot pounds.

Click to expand...

Burgerkong said:

I actually think those 'covers' are in place to fling oil towards the cylinders and pistons, a way of diverting some of the oil drawn up by the oil slinger ring so it doesn't all go to the journals and end bearings.

Funnily enough, the counterweights are welded in however LOL. Fairly certain it was done by the factory as well.

Click to expand...

dispatchy said:

gents, I have a Kellogg 331 pump that has a tag on it reading 331 and not 331 TV, is there a difference between a 331 TV and 331?

Click to expand...

The Kellogg-American Air Compressor is the HEAVY DUTY, TIME PROVEN source of reliable compressed air power for the person whose livelihood depends on compressed air. The 101, 201, 211, 321, 352, 335, 340, 452 well known models of Kellogg compressors suggest a choice is size for compressed air power, but all with four basic ingredients: QUALITY - RELIABILITY- DEPENDABILITY- LOW COST (not necessary low price), and a source of compressed air that no matter how small or how big your need for compressed air, the Kellogg compressor is there to serve, and endure, to supply compressed air for your business day after day at the lowest possible cost, built not to be thrown away, but repairable as a reasonable cost after normal wear or breakdown occurs.



The discriminating user, who realizes that his compressed air system is really a "fourth utility" upon which his economic health is dependent, recognizes this as continues to purchase and use the Kellogg compressor in record numbers. Why does he do this?



-Reputation?

-Service and Parts Support?

-Local Support?

-Product Design and Efficiency?

But only if he understands the design feature and benefit as compared to the other chassis. This confidential booklet will take us BACK TO BASICS, to review the time proven design of the CompAir/Kellogg-American compressor as compared to competition and remind us why the user is better off in investing in a Kellogg than many lower price competitors.

Background


Kellogg Compressors have been a source of reliable compressed air power since 1906. Over the years the basic design parameter has remained the same, a reliable, heavy duty unit to serve the user whose livelihood depends on compressed air.



The company, Kellogg American, which built and offered the Kellogg Compressor to the industry in 1971, became part of CompAir. LTD, a multinational organization dedicated to the Compressed Air business with high quality, efficient manufacturing facilities all over the world.



Continued invest into the Kellogg America Group has culminated in the opening of a new modern plant in Kingston, New Hampshire which is dedicated to the continued manufacturing and supply of the Kellogg Compressor line of Heavy Duty Reciprocating compressors along with Compressed Air Dryers and Rotary Screw compressors. This operation, now known as CompAir Kellogg, is the most modern production facility in the United States for reciprocating air compressors. COMMITMENT by CompAir to supply quality products and full support to the user. Drawing the complete CompAir Engineering and manufacturing assets, the Kellogg line of compressors, although using the time proven basic design of yesterday, has been improves even further by incorporating modern materials and manufacturing producers.



The Kellogg Compressor today is truly a QUALITY UNIT, precision built with the finest materials and workmanship, Swedish STEEL valves with rigid engineering specifications covering materials, heat treatment and surface finish. Drop forged crankshafts, high tension Steel rods, close gained cast iron cylinders, heads and crankcase, high quality ground finish where required for reduced friction afford maximum life and more usable compressed air for the power dollar.



THE KELLOGG COMPRESSOR- from 1 HP to 10 HP. Built like the Big Ones! Small Air Compressors Built to Run.



Let’s take a close look at some of the benefits in the Kellogg Compressor that makes it the "Best Buy" the compressed air user can select.



1. Lubrication System - This is probably the single biggest exclusive design feature in any air compressor that separates the Kellogg Compressor from the rest of the units available.



Lubrication is the most critical to any air compressor and particularly when the unit is less likely to receive constant attention. This has always been the dilemma of the compressor design engineer: "Splash Lubrication" with random lubrication and extreme sensitivity to oil level or use and "oil pump" which, although not as sensitive to oil level, is extremely sensitive itself, when it fails it generally causes complete destruction of the unit.



The patented "Ring Flo" oil lubrication system offers positive force feed oil flow with only the moving part - the ring - no oil pump or gear.



The oil pick-up ring, revolving on the crankshaft picks up oil and continually fills the cups welded on the crankshaft. The cups hold the reservoir of oil charge which then is forced though the drilled crankshaft by centrifugal forces to force feed oil through the crankshaft to the rod and other critical lower end areas. Carefully designed "directional spraying" of oil is used to lubricate critical upper end areas.



This system is relatively insensitive to oil level and provides consistent lubrication at all operating oil levels in the crankcase and is capable of keeping the cups full for almost the entire amount of oil capacity.



Let's look at how some other manufactures handle the lubrication of their units. Compare this to the typical rod and dipper stick which randomly splashes oil through the unit hoping for adequate lubrication where required. As the oil level drops from full, the "dipper stick" is able to sling less and less oil in an ever descending amount. Even if the lowered oil level is corrected before destruction, life shortening damage will have been done by less than optimum lubrication. Random splash lubrication is also obviously very sensitive to oil viscosity, compressor speed and requires critical leveling of the unit.

QUINCY - QR25


Quincy uses a full flow vane type oil pump for lubrication with a by-pass valve to protect from over pressuring. Failure of the pump, by-pass valve or oil pick-up filter screen will cause lack of lubrication and potential destruction of the unit.



INGERSOLL RAND, CHAMPION, SHULTZ - and others use a splash type lubrication system with a dipper stick on the connecting rod.

CHAMPION ROD

INGERSOLL RAND ROD

INGERSOLL RAND

2. LOWER END DESIGN


The Kellogg Compressor has a rugged lower end built to give years and years of trouble free service with only reasonably required maintenance. It is a true industrial design with highest quality steel forgings and close grained castings used throughout. All group finishes are implemented and designed to give lowest possible friction losses and longest possible life.

Crankcase


Crankcase - Made of close grained high quality cast iron - totally enclosed design - dust proof and vented.

Free Image Hosting

Crankshaft


Drop forged high tensile alloy steel crankshaft with "micro-finish" ground surfaces balanced with integrated counter weights. Drilled to supply force feed oil to the main bearings are over-sized, tapered roller bearings, mounted on each end of the crankshaft to handle both radial and thrust loads. Can be easily adjusted from the outside if required.

It is IMPORTANT to note here the mounting of the crankshaft - solidly supported on both ends with main bearings mounted firmly in the crankcase, to support the working end of the rods. There are some competitors. (INGERSOLL RAND, OHIOLIAB) that still use the "over-hung" type of crankshaft, which although is less costly, is a significant compromise in design which certainly reduces inherent strength and life. You can see here in the photo of an INGERSOLL RAND Type 30 crankshaft that the "cantilevered" design - or "overhung" mounting only supports the crankshaft at the one end - while the rod loads have to be handled by the "unsupported" main journal. This cannot possibly without increased wear and shorter life - particularly at the higher pressures.

Kellogg Rods

The Kellogg rod is manufactured from steel forging and is of the industrial two piece design. Precision manufactured with high strength steel giving unmatched strength for heavy duty service.


Ingersoll Rand T-30 Crankshaft

Connecting Rod Bearing Inserts are steel backed Babbitt lined, to protect the crankshaft journal. These are of the industrial type and replaceable.

Some lower price competitors use "non-removable" Babbitt lined rods which means the whole rod must be replaced in the field - and some use the one piece aluminum rod - such as INGERSOLL RAND as shown here. It is quite obvious that this one as the two piece precision rod design and the critical tolerances between the rod and journal are not adjustable - therefore when the unit is assembled - critical clearances are dependent on the manufacturing tolerances. Any wear of the rod means complete replacement of the whole rod - meaning more cost in normal overhaul.

SHULZ COMPRESSOR


(an imported unit from Brazil - often marketed under many different brand names) utilizes roller bearing for rod bearing and although unconventional in use do work. Hardened Roller Bearings in this application are much more sensitive to premature failure from impact loads than the time proven steel backed Babbitt inserts.

With this type of bearing arrangement a lost rod bearing means the complete bearing, rod, and crankshaft will have to be scrapped with a rod bearing failure.

The SCHULZ connecting rod only has one oil drain rather than the two required for premium operation.

Click to expand...

3. OTHER MATERIALS


Some other manufactures (such as the QUINCY "Lynite" Rod as shown here) have switched to lighter weight materials for their connecting rods. This is a compromise the Kellogg Compressor has not made! The rod parts of the working pieces of the unit - FORGED STEEL - cost more - but are the "best buy"


Champion Rod

Note the CHAMPION rods shown here in their top line model are of aluminum construction (obviously does not have the strength is steel for heavy duty use) without bearing inserts - meaning that when normal wear occurs the whole rod must be replaced.

4. UPPER AND DESIGN - CYLINDERS AND HEADS:


The Kellogg Compressor utilizes large close grained cast iron cylinders and heads which are honed to the correct finish for minimum friction, wear, and oil control. Cooling is accomplished by extra deep - directional cooling fins to proceeded increase cooling capacity plus greater strength. TWO STAGE units utilize the rugged "EN-BLOC" design which offers greater strength and resistance to war-page due to heat and mechanical stresses.

Over the years of service the "EN-BLOC" cylinders or two cylinders in one block per bank have proven to be the most rugged and long lived for heavy duty industrial usage.

The INGERSOLL RAND cylinder shown here is typical of the lighter weight single cylinders used on the lighter, higher speed units sold today on the industrial market which are really lighter duty units than the Kellogg unit.

CHAMPION utilizes different cylinder/head which, it is well to note, offer inherent disadvantages to the user. Over the years, CHAMPION has offered an Aluminum one piece cylinder with built in head claiming better heat dissipation than conventional cast iron cylinders. As in the case of all quality equipment, good engineering provides correct cooling regardless of the material.

Today, CHAMPION now offers their cylinders in either aluminum or cast iron. The point to consider here is not the cylinder design. NOTE: The cylinder and head are only one piece construction. The negative implications of this are obvious. Non-lube CHAMPIONS use cast iron cylinders with aluminum heads where cylinder quality is most important.

1. Any wear or damage to the head or cylinder will require complete replacement of both.

2. Normal routine valve and head cleaning of accumulated carbon requires the complete removal of the cylinders. This is time consuming and expensive and therefore is not generally done by the user. This means the user just routinely cleans the valves and not the rest of the head area which is only "partly effective" and certainly will not allow optimum life between overhauls.

Exclusive KELLOGG


Valve/Head Arrangement


Note: The time proven head and valve arrangement of the Kellogg compressor with the Swedish steel concentric ring valves. This has some very significant advantages to the user. All Kellogg valves use high quality COPPER gaskets which withstand the higher temperatures better and make it easier to remove the valves for normal maintenance.

1. Routine valve maintenance requires the simple removal of the valve but where more extensive maintenance is required the head can be easily removed.

2. KELLOGG valves are cleanable and the seat can be cleaned and reused. The actual valve itself can be changed rather than the whole assembly at a lower cost. Compare to designs where the complete valve assembly must be replaced.

3. Compare the pictures of the Champion and QUINCY, head/valve arrangement shown here, to the KELLOGG head/valve and you will see that the Kellogg design gets significantly more cooling fins and a better flow of cooling air over and around the heads - the hottest part of the compression area. What can be more important to the life of an air cooled compressor than adequate air-cooling? Again, the KELLOGG unit offers no compromises.

The KELLOGG Compressors use Industrial Quality Steel Valves with cushioned action. The valves and removable valve seats are hardened to give quiet efficient service, computer designed to fit the exact operating condition of valve lift, valve compact, valve gear in its Industrial CompAir Kellogg Compressor.

The SHULZ Compressor Unit Utilizes a one piece valve - combination inlet/discharge valve of the concentric ring design with intake on the outside perimeter and discharge in the center. The valve is the same size as the cylinder. They do not use cushion washers like the KELLOGG units. This heats the inlet air which dramatically reduces efficiency and raises all critical operating temperatures. These centers discharge DOES NOT ALLOW FREE AIR UNLOADING - which means the unit is not available with constant speed control.

Kellogg Valves

Quincy Valves

As you can see, the QUINCY unit has more valve parts than the cushioned Swedish steel KELLOGG valves. This makes them more sensitive and expensive to work on.

Ingersoll Rand Valves

INGERSOLL RAND uses "finger type" valves which are pinned on one end and must flex with each revolution. These valves have a very limited life and often the valve and valve plate must be replaced at a great deal of expense. In the larger units (above 7-1/4 - 10 HP) uses concentric ring valves from 15 HP to 25 HP.

Pistons


The KELLOGG Compressor uses industrial quality precision ground cast iron and aluminum pistons carefully selected for optimum running balance and long life under most rugged conditions.

Let's take a look at some competitive piston arrangements:


1. QUINCY: Utilizes "light weight automotive type low and high pressure piston" which they claim requires less energy to move because they are lighter. For the user who depends on compressed air for his livelihood - he needs "industrial" design -not "automotive". A compressor running 6000 hours a year is equivalent to a car engine going 240,000 miles a year at 40 mpg. The duty air compressor is a "severe" compared to 'automotive".

CHAMPION


Also utilizes an aluminum low pressure piston and cast iron high pressure piston but you will also notice that they utilize a "domed" shaped piston as opposed. Although the dome shape does allow increased manufacturing tolerances for the "single piece" head and "cylinder arrangement" it has causes a significant loss in performance. The "dome" or re-expansion area between the head and piston than the flat piston design. This means that much less air gets out than came in causing lower air gets out than came in causing lower efficiency - and extra heat built up in the cylinder and heads as more "re-compression" occurs. This head combined with the small discharge air passages caused by the valve arrangement and conical head design create more rapid carbon build up that cannot be cleaned properly without pulling the complete one piece cylinder head.

Inter-coolers


Often overlooked by the two stage compressor user today is the inter-cooler - using "patented" steel fine on copper tubes which are made within our factory - the air tubes which cool the air as it passes from the first stage to the second. Proper inter-cooling is most important to the efficiency of any two stage units, and without it the user pays a significantly higher power bill to run his compressor for the same amount of air. REMEMBER at .06 a KW/H the user pays about $400 per year per HP on a 3 shift operation - weather he gets the air or not.

The user that has 5 HP unit develop 20 C.F.M. displacement and an actual 16 C.F.M. at 100 P.S.I.G instead of 20 C.F.M. delivered at 100 P.S.I.G and possible is really losing $200 a year in power cost to do the same job - not counting the "overworking" of an already over applied compressor.

Champion Inter-cooler

One of the places the lower cost unit can save many dollars and five up efficiency or C.F.M./HP that may go unnoticed is in the inter-cooler. The inter-cooler performance affects the actual unit performance by a very hard and fast PHYSICAL LAW. Specific i.e. Perfect Inter-cooling is when the inlet temperature of the last stage. Therefore a 30°F difference in the inter-cooler performance equals a 3% loss in air.

Quincy Inter-cooler

You can see from this that compressor performance is delivering usable compressed air (which is what the user needs to accomplish his work!) and is very directly affected by the inter-cooler. Since these are air cooled units, a physical look at competitive inter-coolers compared to a comparable KELLOGG inter-cooler will tell a lot.

The KELLOGG INTER-COOLER - Note the large fully finned tubes for maximum flow and minimum pressure drop rod friction. The fins increase the effective cooling surface significantly and on a per horsepower basis you will find the KELLOGG tow stage units have the most inter-cooling area.

You can see from these photos the competitive inter-coolers do not rank on a par with the KELLOGG. It is obvious that the KELLOGG inter-cooler is more efficient and therefore the whole unit is more efficient than the competition.

Large diameter inter-cooler/after-cooler tubing provides greater efficiency - The lined tubing used as inter-cooler between stages of two-stage models provides two important advantages. Using larger than normal diameter tubing the air flow is increased and pressure drop reduced. The thin circular metal fins are scalloped in order to provide the greatest possible surface for heat dissipation.

Click to expand...