JG A

ARIEL
Heavy Duty
Balanced Opposed
Compressors
OPERATOR'S MANUAL
For Models:
JG, JGA, JGM, JGP
WORLD HEADQUARTERS:
ARIEL CORPORATION
35 BLACKJACK ROAD
MOUNT VERNON, OHIO 43050
TELEPHONE: 614-397-0311
FAX: 614-397-3856
WORLD WIDE WEB: www.arielcorp.com
CAUTION
CAUTION
CAUTION
BEWARE! GAS COMPRESSOR UNITS ARE COMPLICATED AND

DANGEROUS PIECES OF EQUIPMENT IF YOU ARE NOT FULLY
TRAINED AND FAMILIAR WITH THEIR OPERATION.
BEFORE STARTING THIS UNIT
FAMILIARIZE YOURSELF WITH THE UNIT.
READ AND STUDY START-UP AND SHUT-DOWN INFORMATION
FOR BOTH PACKAGE AND COMPRESSOR CAREFULLY!!!!
A GAS/AIR MIXTURE UNDER PRESSURE CAN EXPLODE!!! YOU
CAN BE SEVERELY INJURED OR KILLED. MAKE SURE THE COMPRESSOR IS SUFFICIENTLY PURGED OF ANY EXPLOSIVE MIXTURE BEFORE LOADING.
AFTER COMPLETING THE ABOVE, BEGIN PROPER STARTING
PROCEDURE
CAUTION
CAUTION
CAUTION
Contents
Table of Contents
Section 1 - Reference Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Specifications - JG/2, JG/4, JGA/2, JGA/4 & JGA/6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Specifications - JGM/1 & JGP/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Specifications - JGM/2 & JGP/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Identification and Information Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Force Feed Lubricator Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cylinder Identification Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Ariel Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Other Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Piston Ring Side Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Piston Ring End Gaps - JG & JGT Model Cylinders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Piston Ring End Gaps - JGM & JGP Model Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Ariel Bolting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Bolt Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Installation- Dog Point Type Studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Models: JG, JGA, JGM & JGP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Required Torques - JG, JGA, JGM and JGP Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Valve Center Bolt or Center Stud Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Section 2 - Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Start-Up Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Maximum Allowable Working Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Main Oil Lube Oil System - Before Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Filling Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Force Feed Lubrication System - Running Conditions and Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Before Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Running Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Frame Lubricating System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Lube Oil System - Schematic JG, JGA, JGM & JGP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Lube Oil Strainer, Lube Oil Filter
& Filter Installation Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Lube Oil Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Lube Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Spin-On Type Filter - Filter Installation Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Replaceable Element Type Filter (Reusable Canister) - Servicing . . . . . . . . . . . . . . . . . . . . . . 27
Lubrication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Lube Oil Pump & Lube Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Description & Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Lube Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
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Contents
Low Oil Pressure Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Force Feed Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Force Feed Lubricator Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Force Feed Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Packing Tubing and Distance Piece Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Packing Lubrication and Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Section 3 - Frame and Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

General Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Crank Pin Bearing & Crosshead Pin Bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Crank Pin Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Crosshead Pin Bushing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Connecting Rod Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Crosshead. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Crankshaft and Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Crankshaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
2-Throw Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4-Throw Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Oil Slinger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Chain Sprocket. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Crankshaft - Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2-Throw Crankshaft Installation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
4-Throw Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Chain Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Chain Adjustment Sprocket (Idler Sprocket) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Lube Oil Pump Sprocket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Lubricator Sprocket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
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Models JG, JGA, JGM & JGP
Contents
Section 4 - Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Piston and Rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Reassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Determining Ring Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Piston Rod Packing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Reassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Packing Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Identification of Rings and Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Type P Pressure Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Type TR Single Acting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Type BD Double Acting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Type 3RWS Oil Wiper Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Arrangement of Packing Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Packing Ring Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Reassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
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Contents
iv
Specifications - JG/2, JG/4, JGA/2, JGA/4 & JGA/6
Section 1 - Reference Data

Specifications - JG/2, JG/4, JGA/2, JGA/4 & JGA/6
Transverse Cross Section - JG/2, JG/4, JGA/2, JGA/4
JG/2
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RPM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 1400
Piston speed, fpm . . . . . . . . . . . . . . . . . . . . . . . . . . . to 817
Number of throws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 200
Weight (approximate.), lbs. (without cylinders) . . . . 2,000
Oil pump capacity, gpm . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil heat rejection, btu/hr . . . . . . . . . . . . . . . . . . . . . . 4,000
Sump capacity, gallons. . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Internal rod loads
Double acting
Compression + tension . . . . . . . . . . . 18,000 lbs.
Tension. . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.
Compression . . . . . . . . . . . . . . . . . . . 10,000 lbs.
Single acting
Tension. . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.
JG/4
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 1400
Number of throws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 400
Sump capacity, gallons. . . . . . . . . . . . . . . . . . . . . . . . . . 10
Internal rod loads
Double acting
Tension. . . . . . . . . . . . . . . . . . . . . . . . . 9.000 lbs.
Compression . . . . . . . . . . . . . . . . . . . 10,000 lbs.
Single acting
Tension. . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.
JGA/2
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
RPM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to 1800
Piston speed, fpm . . . . . . . . . . . . . . . . . . . . . . . . . . .to 900
Number of throws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to 200
Oil pump capacity, gpm . . . . . . . . . . . . . . . . . . . . . . . . . .4
Sump capacity, gallons . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Internal rod loads
Double acting
Compression + tension . . . . . . . . . . . . 18,000 lbs.
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.
Compression . . . . . . . . . . . . . . . . . . . . 10,000 lbs.
Single acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.
JGA/4
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
RPM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to 1800
Number of throws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to 400
Sump capacity, gallons . . . . . . . . . . . . . . . . . . . . . . . . . .10
Internal rod loads
Double acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.
Compression . . . . . . . . . . . . . . . . . . . . 10,000 lbs.
Single acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.

JGA/6
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RPM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 1800
Number of throws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 600
Weight (Approximate), lbs. (w/o cyls.) . . . . . . . . . . 6,000
Oil pump capacity, gpm . . . . . . . . . . . . . . . . . . . . . . . 12.2
Oil heat rejection, btu/hr . . . . . . . . . . . . . . . . . . . . . 11,000
Sump capacity, gallons . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Internal Rod Loads
Double Acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.
Compression . . . . . . . . . . . . . . . . . . . . 10,000 lbs.
Single Acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 lbs.

FEB. 1992
Specifications - JGM/1 & JGP/1
Horizontal Cross Section - JGP/1, JGM/1
JGM/1
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RPM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 1400
Number of throws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to 62.5
Weight (approximate.), lbs. (without cylinders) . . . . 1200
Oil heat rejection, btu/hr . . . . . . . . . . . . . . . . . . . . . . 4.000
Sump capacity, gallons. . . . . . . . . . . . . . . . . . . . . . . . 2-1/2
Internal rod loads
Double acting
Tension. . . . . . . . . . . . . . . . . . . . . . . . . 6,000 lbs.
Compression . . . . . . . . . . . . . . . . . . . . 7,000 lbs.
Single acting
Tension. . . . . . . . . . . . . . . . . . . . . . . . . 6,000 lbs.
JGP/1
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
RPM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to 1800
Number of throws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 62.5
Weight (approximate.), lbs. (without cylinders) . . . . .1200
Sump capacity, gallons . . . . . . . . . . . . . . . . . . . . . . . 2-1/2
Internal rod loads
Double acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 lbs.
Compression . . . . . . . . . . . . . . . . . . . . . 7,000 lbs.
Single acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 lbs.
Horizontal Cross Section - JGP/2, JGM/2
JGM/2
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RPM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to 1400
Number of throws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to 125
Weight (approximate.), lbs. (without cylinders) . . . . .1500
Oil heat rejection, btu/hr . . . . . . . . . . . . . . . . . . . . . . 4.000
Sump capacity, gallons . . . . . . . . . . . . . . . . . . . . . . . 2-1/2
Internal rod loads
Double acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 lbs.
Compression . . . . . . . . . . . . . . . . . . . . . 7,000 lbs.
Single acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 lbs.
JGP/2
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RPM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 1800
Number of throws. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 125
Weight (approximate.), lbs. (without cylinders). . . . . 1500
Oil heat rejection, btu/hr. . . . . . . . . . . . . . . . . . . . . . .5,000
Sump capacity, gallons . . . . . . . . . . . . . . . . . . . . . . . . 2-1/2
Internal rod loads
Double acting
Compression + tension. . . . . . . . . . . . 12,000 lbs.
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 lbs.
Compression. . . . . . . . . . . . . . . . . . . . . 7,000 lbs.
Single acting
Tension . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 lbs.

FEB. 1992
Identification and Information Plates

Top Plate
Rotation Plate, located at the

drive end
Nameplate
Information Plate: Model,

frame serial numbers, stroke,
maximum and minimum
speed, maximum rod load,
normal lube oil pressure, and
low oil pressure shutdown
IMPORTANT
WARNING PLATES
Oil Filter Plate with installation

instructions. See Spin-On Type
Filter - Filter Installation Instructions on page 27.

Force Feed Lubricator Plates
The Force Feed Lubricator provides oil to the piston rod packing and the compressor pistons. The Lubricator
Plate gives directions for adjusting the flow of oil. If this plate is missing, please call Ariel, Mount Vernon,
for a replacement or for specific directions.
See Section 3 - Frame and Parts for maintenance instructions.
See page 24 for force feed lubricator operating instructions.

FEB. 1992

Cylinder Identification Plates
Frame serial number stamped

on machined surface near
inspection tag
Serial number
stamped on
end of cylinder
Cylinder Identification Plates appear on each cylinder. The serial number is also stamped on the end of each
cylinder, as illustrated above. If any plate is missing, please call Ariel, Mount Vernon, for replacement or for
specific directions.
NOTE:
Use the cylinder serial number in all correspondence.
Tools
Ariel Tools
Ariel provides those tools identified below free of charge. Please contact your Distributor if you do not have
these tools.
These tools are specifically designed for use on Ariel Units. Clean all tools before use. Make sure the tool is
clean and held snug with the part being removed or installed. If a tool is worn or broken, please call your distributor for a replacement. Do not use worn or broken tools.
Valve Tools
A-409
Valve Puller, 1/4-28 UNF: 42 Rx
A-135
Valve Puller, 5/16-24 UNF: 52 Rx, 60 Rx
A-409
Valve Puller, 3/8-24 UNF: 70 Rx, 79 Rx
A-135
Valve Puller, 1/2-20 UNF: 88 Rx, 98 R1, 117 R1

FEB. 1992
Tools
Other Tools
The following tools are normally all that is required to work on an Ariel Compressor. These are in addition to
the Ariel Tools listed on page 8. Please contact Ariel if you have questions about tools used on Ariel Units.
3/8" Square Drive Ratchet Wrench
3/8" Square Drive Breaker Bar
2" and 6" Extensions for above Ratchet
3/8" Square Drive Universal Joint
3/8" Square Drive Torque Wrench 30 Ft. Lb. to 150 Ft. Lb.
7/16", 1/2", 9/16", 3/4", 15/16", 3/8" Square Drive Sockets
3/8" Hex Key and 1/4" Hex Key (Allen) for 3/8" Square Drive
1/2" X 9/16" Open End Wrench
3/8" X 7/16" Open End Wrench
5/64", 3/32", 1/8", 9/64", 5/32", 3/16", 7/32", 1/4", and 3/8" Allen Wrenches
12" Crescent Wrench
2 Medium Size Screw Drivers
1 Feeler Gauge Pack
1 Awl
Babbitt or Plastic Faced Slugging Hammer
Clearances
All clearances are listed in inches.
Original Running Clearances

JG & JGA
JGM & JGP
.005 - .001"
.005 - .010"
.0015 - .0045"
.0015 - .0045"
.010" - .015"
.010" - .015"
Crankpin Bearing
.0014" - .0039
.0014" - .0039"
Connecting Rod Bushing to Crosshead Pin
.0015" - .0035"
.0015" - .0035"
Crosshead Bushing to Crosshead Pin
.0015" - .0035"
.0015" - .0035"
Crankshaft Thrust (End Clearance)

Crankshaft Journal Bearing
Connecting Rod Thrust (Side Clearance)
Crosshead to guide
Babbitt
.006" - .010"
Bronze
.010: - .014"
Cast Iron
.010" - .014"
.008" - .012"
Piston end clearance
NOTE:
Crank end
1/3 of total
1/3 of total
Head end
2/3 of total
2/3 of total
These figures are mathematical design clearances. Clearances measured with

feelers, lead wire, plastic strips or by indicators will not necessarily agree because
of oil films and assembly mismatch.
Piston ring grooves are four standard widths: 3/16", 1/4", 3/8", and 3/4". The
manufacturing tolerance is nominal to plus .002". The 3/4" wide grooves have
two piston rings of the same width (3/8") in the one 3/4" groove.
10

FEB. 1992
Clearances
Piston Ring Side Clearance
The standard side clearance for piston rings when new is as follows:
Nominal Width
Teflon
3/16"
.0035 - .0075"
1/4"
.005 - .009"
3/8"
.008 - .012"
3/4"
.016 - .022"
Packing Ring Side Clearance

Teflon
.010 - .012
Piston-to-Cylinder Clearance
Bore
Diameter
Clearance
(inches)
Bore
Diameter
Clearance
(inches)
Bore
Diameter
Clearance
(inches)
3-3/4" JG
.009 - .014
2-1/2" P
.007 - .011
2-1/2" M
.007 - .011
3" JG
.009 - .014
2.75" P
.007 - .011
2.75" P
.007 - .011
3-3/8" JG
.010 - .015
3" P
.007 - .011
3" M
.007 - .011
3-5/8" JG
.010 - .015
3-1/4" P
.007 - .011
3-1/4" M
.009 - .013
3-7/8" JG
.011 - .016
3-1/2" P
.009 - .013
3-1/2" M
.009 - .013
4-1/8" JG
.011 - .016
3-3/4" P
.010 - .014
3-7/8" M
.010 - .014
4-3/4" JG
.012 - .018
4-1/8" P
.010 - .014
4-1/8" M
.010 - .014
5-1/8" JG
.012 - .018
4-3/8" P
.011 - .015
4-3/4" M
.012 - .017
6-1/8" JG
.013 - .019
4-3/4" P
.013 - .018
5-1/8" M
.012 - .017
6-1/2" JG
.014 - .020
5-1/8"
.013 - .018
5-1/2" M
.013 - .018
7-1/8" JG
.015 - .021
5-1/2" P
.013 - .018
5-3/4" M
.013 - .018
7-1/2" JG
.015 - .021"
5-3/4" P
.013 - .018
6-1/8"
.014 - .020
8-1/2" JG
.017 - .023
6-1/8" P
.014 - .020
6-1/2" M
.014 - .020
8-7/8" JG
.018 - .024
6-1/2" P
.014 - .020
7-1/2" M
.016 - .022
10-1/2"JG
.021 - .027
7-1/2"
.016 - .022
8" M
.016 - .022
11" JG
.022 - .028
8" P
.016 - .022
13" JG
.026 - .032
13-1/2" JG
02027 - .033
11

Piston Ring End Gaps - JG & JGT Model Cylinders
Piston
Bronze 2-pc.
Diameter
New
Max.
2.75
.0041 - .0083
.0045 - .0090
Bronze Segmental Bronze 1-pc.

New
Max.
New
Max.
Teflon
New
Max.
.332
.027 - .033
.132
.0360
.030 - .036
.144
3.375
.012 - .022
.088
.034 - .041
.164
3.625
.014 - .024
.096
.036 - .044
.176
3.875
.014 - .024
.096
.039 - .047
.188
4.125
.016 - .026
.104
.041 - .050
.200
4.75
.021 - .031
.124
.057 - .077
.308
5.125
.023 - .033
.132
.061 - .081
.324
6.125
.027 - .037
.148
.073 - .093
.372
6.5
.030 - .040
.160
.077 - .097
.388
7.125
.032 - .042
.168
.085 - .105
.409
7.5
.034 - .044
.176
.089 - .109
.430
8.5
.102 - .122
.488
8.875
.106 - .126
.504
1.5
.125 - .145
.580
11
.131 - .151
.604
13
.155 - .075
.700
13.5
.162 - .182
.728
CORRECT DETERMINATION OF END GAP
12

FEB. 1992
Clearances
Piston Ring End Gaps - JGM & JGP Model Cylinders
Piston
Diameter
2.062 P
2.25 P
2.5 P
2.75 P
3P
3.25 P
3.5 SP
3.75 SP
4.125 P/SP
4.375 P/SP
4.75 P
5.125 P
5.5 P
5.75 P
6.125 SP
6.5 SP
7.5 SP
8 SP
2.5 M
2.75 M
3M
3.25 M
3.5 M
3.875 M
4.124 M
4.75 M
5.124
5.5 M
5.75 M
6.125 M
6.5 M
7.5 M
8M
8.5 M
8.875 M
10.5 M
11 M
Bronze 1-pc.
New
Max.
.012-.022
.012-.022
.014-.024
.088
.088
.096
.021-.031
.023-.033
.026-.036
.026-.036
.124
.132
.144
.144
.012-.022
.012-.022
.014-.024
.088
.088
.096
.021-.031
.023-.033
.026-.036
.026-.036
.124
.132
.144
.144
Teflon
New
Max.
.025-.030
.027-.032
.030-.036
.033-.040
.036-.044
.039-.047
.042-.052
.046-.056
.049-.060
.052-.064
.057-.077
.061-.081
.065-.085
.068-.088
.073-.093
.077-.097
.089-.109
.095-.115
.030-.036
.033-.040
.036-.044
.039-.047
.042-.052
.046-.056
.049-.060
.057-.077
.061-.081
.065-.085
.068-.088
.073-.093
.077-.97
.089-.109
.095-.115
.102-.122
.106-.126
.125-.145
.131-.151
.120
.130
.144
.160
.176
.188
.208
.224
.240
.255
.308
.324
.340
.352
.372
.388
.436
.460
.144
.160
.176
.188
.208
.244
.240
.308
.324
.340
.352
.372
.388
.436
.460
.488
.504
.580
.604
13
Ariel Bolting
NOTE:
Ariel has selected bolting that meets strength, elongation, sealing, and locking
requirements. Proper bolting must be used and torqued to the values. See
Required Torques - JG, JGA, JGM and JGP Units tables starting on page 16.
Bolt Identification
See page 16 for Required Torques - JG, JGA, JGM and JGP Units and page 17 for Valve Center Bolt or
Center Stud Torques.
14

FEB. 1992
Installation- Dog Point Type Studs
Installation- Dog Point Type Studs

Models: JG, JGA, JGM & JGP
The assembly of studs into tapped holes is to be as follows:

Dog point type:
Installed in compressor or power cylinders:
Clean the threads of the stud and tapped hole with a recommended solvent. Apply Loctite
grade 271 (to threads up to 1" in diameter) or 227 (to threads over 1" in diameter). Torque
equal to one-half the value of a bolt of the same thread series for the same application.
15
Required Torques - JG, JGA, JGM and JGP Units

Fastener
Main Bearing Cap Bolt
Connecting Rod Cap Bolt
Crosshead Pin thru bolt
Spacer bar bolt
Crosshead guide to crankcase bolt
Crosshead guide to cylinder bolt
Crosshead guide to CE head
(8-7/8 JG)
Cylinder to DE Head/Distance
Piece (11" JG)
Distance Piece Bolt
Eccentric Vernier cap bolt
Rod Packing bolts
Piston nut
Crosshead nut
Valve cap and cylinder head bolts
Grade 5 bolts
Size
Type
Torque (Ft.xLbs.)
1/2 - 12 UNC
1/2 - 13 UNC
3/8 - 24 UNF
5/8 - 18 UNF
1/2 - 13 UNC
1/2 - 13 UNC
1/2 - 13 UNC
12 Point or Hex Socket

12 Point Hex or Socket
Hex Socket
Hex head-grade 8
12 point
12 point
Hex Socket
58
58
21
92
58
58
58
3/8 - 16 UNC
Hex Socket
18
1/2 - 13 UNC
5/16 - 18 UNC
1/2 - 13 UNC
7/8 - 12
1 - 12
3/8 - 16 UNC
3/8 - 16 UNC
7/16 - 14 UNC
1/2 - 14 UNC
5/8 - 11 UNC
1/4 - 20 UNC
1/4 - 28 UNF
5/16 - 18 UNC
3/8 - 16 UNC
1/2 - 20 UNF
12 Point
Hex head grade 8
12 point
Ariel design
Ariel design
Hex head grade 8
Hex socket (DE Hd 8" JGM)
Hex head grade 8
Hex head grade 8
Hex head grade 8
Hex head grade 5
Hex head grade 5
Hex head grade 5
Hex head grade 5
Hex head grade 5
58
12
33
222
300
18
18
29
44
79
46 (In Lbs)
54 (In Lbs)
8
14
41
NOTE:
Torques listed are for clean, oiled threads only.
When an application requires the use of an adapter with a torque wrench (to reach not readily accessible nuts
or bolts) the torque on the wrench scale may not be the actual torque applied to the fasteners.1
The ratio of actual torque at the fastener with that on the wrench scale is a function of the adapter's length and
its position in relation to the torque wrench beam and the location on that beam at which the force is applied.
L+A
T a = T w -------------
L
L
T a = T w -------------
L+A
Fig. 1
Force
Ta = Actual torque applied at socket

Tw = Torque wrench reading
L = Length of wrench (from sq. drive end to center point of force on handle)
A = Length of adapter (measured through end of adapter on a line parallel to the center line of the wrench)
Fig. 2
1.
16
Force
The exception is when the adapter is at 90 degrees to the torque wrench. The torque will be the same as on wrench scale (see Fig. 2
above).

FEB. 1992
Required Torques - JG, JGA, JGM and JGP Units

Valve Center Bolt or Center Stud Torques
Fastener
Type
Size
Torque
Valve Center bolt or

Center Stud
Greer Spiralock (1 piece)
Greer/
1/4 - 28 UNF
103 In. Lbs.
Spiralock
5/16 - 24 UNF
168 In. Lbs.
Fastener
Type
Size
Torque
Drake Lock Nut (2-piece)
Drake
Lock Nut
Bottom Half
Torque
Top Half
Torque
1/4 - 28 UNF
103 In. Lbs.
66 In. Lbs.
5/16 - 24 UNF
168 In. Lbs.
96 In. Lbs.
3/8 - 24 UNF
16 Ft. Lbs.
8 Ft. Lbs.
1/2 - 20 UNF
36 Ft. Lbs.
20 Ft. Lbs.
5/8 - 18 UNF
73 Ft. Lbs.
40 Ft. Lbs.
3/4 - 16 UNF
130 Ft. Lbs.
70 Ft. Lbs.
17
Section 2 - Operation
FOR SAFE OPERATION

DO NOT ATTEMPT TO START-UP UNIT WITHOUT REFERRING TO THIS SECTION. IT IS ALSO ESSENTIAL TO REFER
TO THE PACKAGERS OPERATING MANUAL.
18

FEB. 1992
Start-Up Checklist
Start-Up Checklist
Compressor Model __________________________ Serial No. F-_________________________
Cylinder Serial No. C-________, C-_________, C-_________, C-_________, C-____________.
Driver__________________________________ Rated Speed__________________________
Packager________________________________ Packager Unit #_______________________
Date Packager Shipped_____________________ Start Up Date ________________________
Serviceman_______________________________ Customer____________________________
Location_________________________________ Field Contact_________________________
Field Telephone Number____________________ Unit Location_________________________
Make and Grade of Oil______________________ Unit Location________________________
Prior to Starting
YES
NO
1.
Do you have a parts book, instruction manual, special tools, and spares?
_____
_____
2.
Have you checked the design limitations for the compressor model such as rod load,
maximum and minimum speed, discharge temperature?
_____
_____
3.
Have you determined what the design operating conditions are?

Suction pressure __________
PSIG Suction Temperature________F
Discharge pressure __________
PSIG Discharge temperature_______F
Maximum rpm _________
Minimum rpm ___________
_____
_____
4.
Have the compressor feet and crosshead guide support been shimmed so the machine
is not twisted or bent?
_____
_____
4a. Have you checked the crosshead clearances on all corners?

Throw # 1____ Throw # 2____ Throw # 3____ Throw # 4____
_____
_____
5.
Have the piping and supports been checked to be sure they do not bend compressor?
_____
_____
6.
Has the compressor to driver alignment been checked?

(Maximum allowable .005 TIR)
Has coupling bolt torque been rechecked?
Record Dial Indicator Readings Here:
_____
_____
_____
_____
Has the crankshaft thrust clearance been checked?

Record Here _______________
_____
_____
7.
19
Start-Up Checklist
7a. Have the piston end clearances been checked?
Throw # 1
Throw # 2
Throw # 3
HE_______
HE_______
HE_______
CE_______
CE_______
CE_______
YES
NO
_____
_____
Throw # 4
HE_______
CE_______
8.
Has the crankcase been filled with oil to the proper level?
_____
_____
9.
Has proper oil been installed if extreme ambient conditions exist or special gases are
compressed?
_____
_____
10. Is the compressor crankcase oil level control working, set to proper level and supply
valve open?
_____
_____
10a. Does the low level shutdown work?
_____
_____
11. Has the recommended oil filter element been installed?
_____
_____
12. Are the oil filter element and all lube oil piping primed with oil?
_____
_____
13. Is the low oil pressure shutdown installed and tubed correctly to the downstream side
of the filter?
_____
_____
14. Does the low oil pressure shutdown work?
_____
_____
15. Is there an oil cooler? (Maximum oil temperature 180F)
_____
_____
15a. Is there a temperature control valve if oil is air cooled?
_____
_____
16. Is the crankcase breather element cleaned and oiled?
_____
_____
17. Is the force feed lubricator box filled with oil?
_____
_____
18. Is the force feed lubrication system primed?
_____
_____
19. Is the force feed lubrication system no flow shutdown installed and working?
_____
_____
20. Is the force feed blow out assembly installed? Check disc for color? Blue is standard.
_____
_____
21. Have you checked the lubricator instruction plate or the instruction book for proper
lube feed rate?
_____
_____
22. Is there a working vibration shutdown mounted on the compressor?
_____
_____
23. Are the primary and secondary packing vents and the distance piece vents open, and
when necessary, tubed off of the skid or out of the building?
_____
_____
24. Is there some method of suction pressure control?
_____
_____
25. Are the suction pressure, interstage pressure and discharge pressure shutdowns set and
working?
_____
_____
26. Are the safety valves installed and working to protect cylinders and piping for each
stage of compression?
_____
_____
20

FEB. 1992
Start-Up Checklist
Start-Up Checklist
YES
NO
27. Are the discharge temperature shutdowns installed, set and working?
_____
_____
28. Have the gas suction lines been blown out to remove water, slag, dirt, etc.?
_____
_____
29. For gas starting units, have you rolled the machine with the starter to make sure it is
free? The oil pressure should come up noticeably while rolling on the starter.
_____
_____
For electric driven units, compressor must have prelube pump. Did you prelube compressor prior to starting? Does the motor rotation arrow match that of the compressor?
_____
_____
30. For other drivers, have you barred the machine over by hand to assure it is rolling free?
_____
_____
31. For machines compressing a combustible gas, have the piping and compressor been
purged to remove all air?
_____
_____
32. Packagers Start-Up and Operating Instructions for the unit shall be reviewed by the
packagers representative with the unit operator.
_____
_____
After Starting
YES
NO
1.
Did the oil pressure come up immediately?
_____
_____
2.
Are the filter differential pressure gauges working?
_____
_____
3.
Any strange noises or shaking in the compressor?
_____
_____
4.
Have you set low oil pressure shutdown for 25 PSIG?
_____
_____
5.
Are the high discharge gas temperature shutdowns set at approximately 25 above dis- _____ _____
charge temperature?
6.
Is the distribution block indicator pin moving, and have you set lubricator for proper
brake-in rate?
_____
_____
7.
Are there any oil leaks? If so, where?
_____
_____
8.
Are the scrubber dump and high level shutdown working?
_____
_____
9.
Are the scrubbers removing all liquids from the gas?

How often do they dump? (_____minutes)
_____
_____
10. Are there sands or oxides in the gas?
_____
_____
11. Is the overspeed shutdown set?
_____
_____
12. Are rod packing vents blowing?
_____
_____
13. Have all safety functions been tested to assure shutdown of unit upon malfunction?
_____
_____
14. Have start-up instructions for other package equipment been followed?
_____
_____
21
Maximum Allowable Working Pressure

CAUTION
Before starting a new compressor, be sure you have filled out and checked off the
items on the Start Up Check List beginning on page 19. This list is designed to
provide maximum safety in operating your compressor.
WARNING
API Standard 618, Third Edition, February 1986, Paragraph 1.4.8, defines
Maximum Allowable Working Pressure as follows:
Maximum Allowable Working Pressure is the maximum continuous pressure
for which the manufacturer has designed the equipment (or any part to which the
term is referred), when handling the specified fluid at the specified temperature.
All Ariel Compressor Cylinders have a Maximum Allowable Working Pressure
(MAWP). The MAWP, the hydrostatic test pressure, and the test date are
stamped on the end of every Ariel Cylinder. (See page 5 for illustration.)
It is the responsibility of the packager to provide relief valves for every stage of compression in compliance
with API 618, Paragraph 3.6.4.4.2, as follows:
Relief valves shall be set to operate at not more than the maximum allowable working pressures
but not less than the values listed in Table 2.
Table 2 - Maximum Relief Valve Settings
Rated Discharge Pressure
Psig
Bar Effective
Relief Valve Margin

Above Rated
Discharge Pressure
-14.7 to 150
-1 to 10
15 psi (1 bar)
151 to 2500
10+ to 170
10 percent
2501 to 3500
170+ to 240
8 percent
3501 to 5000a
240+ to 345
6 percent
a. For rated discharge pressures above 5000 psig (345 bar effective), the relief valve setting shall be agreed upon between the purchaser and the vendor.
Paragraph 1.4.16 defines the rated discharge pressure as follows:

Rated discharge pressure is the highest pressure required to meet the conditions the purchaser
specifies for the intended service. (See Paragraph 2.6.1.1)
Paragraph 2.6.1.1 of API 618 defines maximum allowable working pressure for Compressor Cylinders as
follows:
Maximum allowable working pressure shall exceed the rated discharge pressure by at least 10
percent or 25 pounds per square inch (PSI), whichever is greater.
WARNING
Be sure you have checked the cylinder design limitations and compare them with
the operating conditions.
DANGER
Where a bypass is furnished, a relief valve must be installed immediately downstream of the bypass valve or on the inlet scrubber of the downstream cylinder.
This relief valve must be set for maximum allowable working pressure of the cylinder which has the lowest MAWP of those in the bypass circuit. This is to protect
against discharge check valve failure when operating on a bypass. (See Packager's Standards, Page 3 of 7, Paragraph 4.7)
22

FEB. 1992
Main Oil Lube Oil System - Before Starting
Main Oil Lube Oil System - Before Starting

Filling Sump
Fill the sump before starting.
Step 1
Remove breather cap and fill compressor sump through top cover.
Step 2
Check sight glass on auxiliary end. Oil level at start-up should be near the top of the
glass. DO NOT OVERFILL SUMP. Otherwise, the crankshaft will dip into the oil,
churn it, and make it difficult to pump and to control the proper level. (After the
machine is running, it may be necessary to add oil to bring up oil level to one-half the
height of the sight glass; but it must never exceed, while running, two-thirds its
height.)
Step 3
When the sump is filled to its proper level, replace and snug up the breather cap by
hand to facilitate its removal later.
Priming
WARNING
Make sure the oil system from the lube oil pump to the cooler and back to the
compressor filter is filled with oil.
Compressors that are not equipped with a priming pump must be primed by hand. This can be done by either
one of two methods. Ariel recommends a manual charge pump be attached to the system's priming point
(a 1/8, 1/4 or 1/2 [on later models] pipe plug on discharge side of the lube oil pump). If a hand pump is
unavailable, a clean hose or pipe can be attached to the priming point. Use enough piping to achieve two or
three feet of head. Pour in sufficient oil to fill all oil piping and tubing. With either method, turn the machine
over slowly to get oil in the bearings. Make sure oil system from lube oil pump to cooler and back to compressor filter is filled with oil.
23
Force Feed Lubrication System - Running Conditions and

Stopping
Before Starting
1.
2.
3.
Check sight glass on lubricator reservoir to make sure it is properly filled with oil. The
oil in the reservoir is used only to lubricate the worn gear and cam; it does not flow
through the system. Therefore, oil must be added if it becomes necessary to raise the
reservoir oil level.
Adjust the oil lubricator for maximum delivery by screwing the feed regulator on the
reservoir cover completely up and locking it into place. Proper feed rate may be set
after the machine is started.
The system has been filled with oil at the factory and, unless the piping has been disturbed, ready for operation. If piping has been removed, or if the system has been
drained, it can be filled and primed through a 1/8" plug on the discharge end of the
lubricator. Priming the force feed lubrication system requires the use of a priming
pump.
Running Conditions
After running for an hour, adjust the force feed lubricator to the break-in rate shown on the force feed lubricator plate. (See page 6.) An indicator pin on the distribution block shows the rate at which the block is cycling.
To adjust, screw down the feed regulator until the indicator pin strokes at the proper rate. Run at this setting
for one week. The lubricator adjustment may then be reduced to the normal operating rate. (See page 6.)
When the machine is running, make sure that the oil level in the sump is at least one-half way up the sight
level, but does not exceed two-thirds.
See your packagers specific data to determine the normal operating conditions, the cylinder working pressure, and the rated speed.
Stopping
Consult compressor packagers instructions for stopping procedures.
24

FEB. 1992
Frame Lubricating System
Frame Lubricating System

Description
The frame lubricating system supplies oil to the internal frame running gear. The cylinders are supplied with
lubrication by the force feed system described on page 24 and page 31. The oil level regulator outside the
crankcase maintains proper oil level in the sump.
Frame lubrication is drawn from the sump through the suction strainer into the oil pump, (mounted on the
lower left side of the auxiliary end cover). The pump's discharge is piped to an oil cooler mounted on the
compressor skid. Oil returns from the cooler to the oil filter mounted on the auxiliary end of the crankcase.
Pressure gauges are provided on the filter inlet and outlet. Normal pressure drop through the filter is 2 to 6
PSI.
From the filter oil travels to an oil gallery cast in the crankcase and running the length of its bottom center
line.
Drilled holes from the gallery through the bearing saddles deliver oil to the crankshaft bearings.
Passages drilled diagonally through the crankshaft from the crank journals to the crank pins deliver oil to
connecting rod bearings.
Holes drilled through the length of the connecting rods deliver oil to the connecting rod bushings. (See connecting rod removal on page 36.)
Oil travels from the bushings through holes drilled in the middle of the crosshead pins, and from there to the
crosshead bushings.
Drilled passages from the oil gallery deliver oil at full system pressure through the tubing to lubricate the top
and bottom of each crosshead shoe. Runoff from the shoes, crosshead, and connecting rod bushing collects in
the crosshead guide and drains back to the sump. (See Lube Oil System - Schematic JG, JGA, JGM &
JGP on page 26.)
25
Lube Oil System - Schematic JG, JGA, JGM & JGP
26

FEB. 1992
Lube Oil Strainer, Lube Oil Filter & Filter Installation Instructions
Lube Oil Strainer, Lube Oil Filter

& Filter Installation Instructions
Lube Oil Strainer
The strainer is located on the auxiliary end of the crankcase below the oil level. The stainer basket should be
taken out and washed in an appropriate solvent whenever the lubricating oil is changed.
Lube Oil Filter

Ariel recommends replacing filter elements whenever the pressure drop is over 10 PSI across the filter when
the oil is hot or at six month intervals.
Spin-On Type Filter - Filter Installation Instructions
Step 1
Clean filter base surface, and be certain old gasket is removed.
Step 2
Fill filter with clean oil using the same grade oil as in the crankcase.
Step 3
Apply clean lube oil to the filter gasket.
Step 4
After the filter gasket contacts the base, tighten 3/4 of a turn.
Step 5
After starting the unit, check for leaks, and retighten if necessary.
Step 6
Do not run unit with a damaged filter. It may fracture or leak. Replace only with an
Ariel approved filter.
Replaceable Element Type Filter (Reusable Canister) - Servicing
Step 1
Loosen air vent screw on top of filter.
Step 2
Open drain cock on bottom and drain oil from shell.
Step 3
Loosen cover nut and remove shell. Take out filter element.
Step 4
Clean filter head and shell with a lint-free cloth moistened with an appropriate solvent;
wipe dry with a lint-free cloth. Remove old Mason Jar type rubber gasket and install
new gasket supplied with filter element.
Step 5
Insert new filter element (with wrapper removed) in shell and press down firmly. Fill
shell with clean oil.
Step 6
Position shell on filter head, making sure gasket is properly seated and secure shell by
installing cover nutgasket and cover nut on center bolt. Tighten cover nut securely to
compress new filter which are slightly longer than used tubes.
Step 7
Close drain cock and tighten air vent screw.
Step 8
Prime system, (see page 23). Before priming, loosen air vent screw to bleed air from
system. Tighten air vent screw when oil, free of air bubbles, starts to come through
vent hole.
Step 9
Check filter for leaks. If leak is found, the gaskets are not properly seated or cover nut
is loose. Reseat gaskets if necessary.
27
Lubrication
CAUTION
1.
2.
3.
4.
5.
NOTE
28
Proper lubrication is vital for successful compressor operation; therefore, special

care in the package design is warranted. Ariel does not recommend specific
brands of oil; thus, any good mineral oil may be used that provides resistance to
oxidation and corrosion. Normally the oil used in the engine system will be satisfactory for gas gathering service. Please contact the Engineering Department for
special applications. The following items deserve attention:
SAE 30 weight oil is recommended, except when the ambient temperature exceeds
90F, the SAE 40 weight is preferred.
The maximum viscosity of the oil for cold weather starting is 15,000 SSU. This is
about 40F for SAE 30 weight oil and about 55F for SAE 40 weight oil.
SAE 20 weight oil may not be used.
Synthetic oils are available which meet the viscosity standards for SAE 30 weight.
However, because they contain no wax crystals, they have pour points as low as -65F.
These oils may be used with approval from the Engineering Department.
All compressors must have an oil cooler. Maximum allowable oil temperature is
190F. The cooler should be as close as possible to the compressor, and the piping of
adequate size to minimize pressure drop.
If a compressor is exposed to cold weather, the oil system must be so designed so the
unit may be safely started, with good oil flow to the main bearings.
Temperature-controlled cooler bypass valves, oil heaters, cooler louvers, and even
buildings may be needed to obtain successful operation.
Electric motor-driven compressors must have a prelube-lube pump to insure positive
oil pressure before starting.
Compressors are tested at the factory, using oil containing molybdenum disulfide; the color of this oil is black. The residue of this oil in the crankcase and in
the Force Feed Lubricator will darken the oil used by the packager and, for a
time, will cause it to look dirty.

FEB. 1992
Lube Oil Pump & Lube Oil Pressure
Lube Oil Pump & Lube Oil Pressure
LUBE OIL PUMP
Description & Adjustment

Oil pump discharge pressure is held nearly constant by a spring loaded regulating valve within the pump
head. Lube system pressure can be raised or lowered by adjusting this valve. (See illustration above.)
Lube Oil Pressure
WARNING
Normal Pressure on the discharge side of the lube oil filter is set at the factory at
60 PSI when crankshaft speed is 600 RPM or more. If oil pressure drops below 50
PSI, the reason should be found.
29
Low Oil Pressure Shutdown

The low oil pressure shutdown is normally mounted by the packager and is supplied to the customer specifications. Ariel provides an oil pressure pickup fitting on the oil gallery located after the cooler and filter. The
electric or pneumatic oil pressure switch should be set to cut off power or duel to the driver when oil pressure
falls below 25 PSIG.
WARNING
1.
2.
3.
4.
1.
30
The compressor must have a working low oil pressure shutdown.

Maximum allowable oil temperature out of the compressor is 200F; maximum continuous temperature is 190F. (See NOTE below1.)
Do not attempt to add oil to the crankcase through the breather cap hole while the unit
is running. This will cause oil foaming and unnecessary no-flow shutdowns in the
Force Feed Lubrication System. (See page 32.)
Since the force feed lubrication system is constantly using oil from the crankcase, a
working crankcase oil level controller is necessary. This must be so designed to allow
oil to flow into the crankcase from an overhead tank at all ambient temperature conditions.
NOTE: Ariel recommends a cooling means be provided that maintains lube oil temperature out of the unit between 170F - 190F,
except for two hours out of every twenty-four when a maximum temperature of 200F is permissible.

FEB. 1992
Force Feed Lubrication System

Description
The force feed lubrication system provides oil to the compressor cylinders and the piston rod packing.
Oil is supplied to the suction side (top) of the force feed lubricator pump directly from the pressure side of the
lube oil system, or from an overhead tank.
The lubricator has its own oil reservoir to lubricate the worm gear and cam. The reservoir is self-contained
and is not fed by the lube oil system. A sight glass on the lubricator will show the oil level within.
There is a 1/8" plug in the discharge line near the force feed lubricator pump through which the system may
be primed.
Next in the discharge line is a blow-out disc. If there is a blockage in the system, the pressure build-up will
fracture the disc.
Venting the system through the blow-out disc causes the no-flow shutdown control, (which is next in line on
the lubricator discharge), to cut off power or fuel to the driver.
From the no-flow shutdown, the oil travels to the distribution block. It is here that the lubricating oil is apportioned to provide the exact amounts to the cylinders and packings. The pistons in the intermediate sections of
the distribution block move back and forth in a continuous cycle, forcing lubricant successively through the
several outlets as long as lubricant is supplied under pressure at the inlet. Each outlet has a check valve to
prevent oil from backing up in the block. An indicator pin on the block shows the rate at which the block is
cycling.
From the distribution block, oil travels to the cylinders and packing.
Some of the oil to the packing travels through to the cylinders, but the bulk of it is vented out through the
pressure vent fitting on the bottom of the crosshead guide and through the atmospheric drain also in the bottom of the guide.
An oil level control valve, supplied by the packager and mounted on the skid, maintains proper level in the
crankcase sump to replace oil used in cylinder lubrication.
Force Feed Lubricator Adjustment
See instructions under Running Conditions on page 24.
WARNING
1.
2.
The force feed lubricator must have a blow-out disc between the force feed lubricator
pump and the no-flow shutdown.
The force feed system must have a working no-flow shutdown. This shutdown must be
set to actuate within three to five minutes after interruption of the lubricator oil flow.
31
Diagrams
32

FEB. 1992
Diagrams
Packing Tubing and Distance Piece Venting
33
Packing Lubrication and Venting
34

FEB. 1992
General Introduction
Section 3 - Frame and Parts

General Introduction
The major components of the frames assemble are the crankcase, crankshaft and bearings, connecting rods,
chain drive system, crossheads and guides, and distance pieces.
A cast-in oil gallery runs the length of the crankcase. Drilled oil passages feed lubrication to the running gear.
Removable end covers, a top cover, and crosshead guide side covers provide generous access for inspecting
and removing internal components. The top cover and side covers are made of aluminum for easy handling.
Absolute cleanliness, including the use of lint-free wiping cloths, is a necessity during any maintenance on
the compressor. When any access covers have been removed, keep the frame covered to protect the interior
from dust except when actually working within it. Any components that have been removed should be protected from falling objects that might mar or chip running surfaces.
Whenever the machine is dismantled, gaskets at non-pressure positions should be carefully inspected before
re-use. Always apply an anti-seize lubricant to both sides of the gasket for easy removal at a later date. During major overhauls, drain and flush the crankcase.
DANGER
On engine-driven compressors, remove the center coupling to make sure that the
compressor cannot turn over during maintenance. On electric motor-driven compressors, if it is inconvenient to detach the driver from the compressor, the driver
must be switched off and the switch locked in that position during maintenance.
DANGER
Before starting any maintenance or removing any components, relieve all pressure from the compressor cylinders. (See packagers instructions for completely
venting the system.)
35
Connecting Rods
Removal
Step 1
Step 2
Step 3
Step 4
Step 5
36
Remove the top cover from the crankcase and the side covers from the crosshead
guides.
Remove the middle spacer bar on a 2-throw frame and the middle bar of each set of
three on a 4-throw frame. (JG & JGA only)
Move the throw to the outer dead center position and remove the locknut, bolt, end
plates, and crosshead pin from the crosshead.
Turn the crankshaft until the throw is at its highest point. Remove the connecting rod
bolts and the rod bearing cap.
Turn the crankshaft until the rod can be taken out through the top opening of the crankcase.

FEB. 1992
Crank Pin Bearing & Crosshead Pin Bushing
Crank Pin Bearing & Crosshead Pin Bushing

Crank Pin Bearing Removal
This is tri-metal (steel, bronze, and babbitt) precision split bearing. A visual inspection should be sufficient to
determine if the bearing is serviceable. Any appreciable wear of the babbitt would expose the bronze underneath. Such exposure indicates the need for bearing replacement.
There are notches in the rod and rod cap for the bearing tabs in order to position-and maintain the position ofthe bearing halves.
Crosshead Pin Bushing Removal

Check crosshead pin to bushing clearance. (See page 10 for recommended clearance.) Wear on the pin can be
determined by a visual inspection. Replace the pin if necessary.
If a replacement bushing is needed, the existing bushing should be filed or hacksawed to within 1/32" of its
thickness. It may then be easily drifted out.
A press will then be needed to install the new bushing. Lay the connecting rod on the press surface so that the
chamfered edge of the rod bushing hole is on top. Oil the bushing outside diameter. Be sure to locate the
bushing oil hole at the connecting rod oil passage before pressing it in. The bushing has an annular groove
around its outer surface in line with the oil hole; therefore, if the bushing should drift radially during operation, oil can still travel to its inner surface and to the crosshead pin. However, during installation of a new
bushing, no more than 1/3 of the oil passage hole in the rod should be covered by the bushing.
NOTE
Absolute cleanliness is required of both the bushing and the connecting rod so
that dirt cannot cause excessive wear between the bushing and connecting rod.
37
Connecting Rod Installation

NOTE
The caps and rods are numbered by throw beginning with number one at the
drive end. Always install rods with the numbers up. (See page 36.)
Step 1
Step 2
NOTE
Do not tighten bolts to full torque at this point.

Step 3
Step 4
Step 5
Step 6
38
Snap the half bearing shell into the rod with the bearing tap properly located in the
notch on the rod. With the crankcase top cover off, turn the throw to inner dead center
position and slide the rod into the crosshead guide space.
Fit the connecting rod to the crank pin and turn to the highest position. Replace the
cap, the half bearing shell properly located in the notch, and the bolt. Snug up all the
bolts.
Reconnect the rod and the crosshead with the pin. Install the end plates, the bolt and
nut. Tighten the bolt to the value listed on page 16.
Tighten the connecting rod bolts in small increments to full torque in a crisscross pattern. (See page 16.)
Reinstall the spacer bars with new Stato-seal washers. All spacer bars are matchmarked for proper location. They must be reinstalled in their original location. Tighten
all spacer bar bolts to the value listed on page 16. (JG & JGA only)
Examine the removed top cover and side cover gaskets. If there is any doubt, that they
are not in good usable condition, install new gaskets. Before installing old or new gaskets, apply an anti-seize lubricant to both sides to aid in their easy removal at a later
date. Replace the top cover and crosshead guide cover. Tighten all capscrews.

FEB. 1992
Crosshead
Crosshead
Crosshead
Crosshead and Pin - Cross Section
Removal
Step 1
DANGER
Step 2
NOTE
Remove crosshead guide side covers and cylinder head.

Before removing the cylinder head, back off all capscrews 1/8". Make sure that
the head is loose and the cylinder is vented. (See IMPORTANT WARNING
PLATES on page 5.)
Move the crosshead to its inner dead center position and back off, but do not remove
the crosshead nut set screws. Loosen the crosshead nut with the special slugging
wrench. (See page 8.)
The open end wrench is used for hex nuts; the peg wrench for round nuts. (See
page 8.)
Step 3
Step 4
Step 5
Step 6
Step 7
CAUTION
Use the Piston Nut Torquing Adaptor shown on page 8 to screw the piston rod out of
the crosshead. The two dowels on the Adaptor fit holes in the piston nut. Turn the
crosshead nut off the piston rod. Push the rod end forward to the edge of the packing to
provide a clearance for crosshead removal.
With the crosshead in dead center position, remove the crosshead pin lock nut, bolt,
end plates, and pin.
Turn the crankshaft to its inner dead center position. Move the crosshead to its outer
dead center position to be free of the connecting rod. Make sure the connecting rod
does not drop and damage the crosshead guide surface.
Roll the crosshead 90 degrees and remove it through the guide opening.
Check the crosshead pin to bushing clearance. (See page 10.) Wear on the pin can be
determined by a visual inspection. Replace the pin if necessary. If the bushings need to
be replaced, hacksaw or file to within 1/32" of their thickness. They can be easily
drifted out. A press will be needed to install new bushings. (JG & JGA only)
The side of the crosshead receiving the new bushing should be supported directly
to prevent possible crushing of the crosshead by the press. (See illustration
below.)
39

NOTE
Absolute cleanliness is required of both bushing and crosshead to prevent dirt

from accumulating between the bushing and crosshead surfaces.
Step 8
Visually inspect the shoe surfaces for scoring. Since they are constantly lubricated
under pressure during operation, there is virtually no wear.
CROSSHEAD BUSHING REPLACEMENT

(JG AND JGA ONLY)
Installation
NOTE
Be sure crossheads are returned to their original location.

Step 1
Step 2
Step 3
CAUTION
Step 4
Step 5
40
With the crosshead on its side, slip it into the crosshead guide. Once inside it can be
rolled upright. Make sure it does not become cocked. Should the crosshead become
wedged, do not force it. Ease it off and start again. Be careful not to damage the crosshead shoe surface during installation. (See page 39.)
Turn the crankshaft to its outer dead center position to locate the connecting rod in
position and insert the pin. Install the bolt, lock nut, and end plates. Tighten the locknut to the value listed on page 16.
Reinstall the crosshead nut on the piston rod. Be sure to have set screw cup points on
the crosshead side of the nut. Screw the piston rod in the crosshead using the Torquing
Adaptor. Make sure all threads are well lubricated with clean, fresh oil to assure a
smooth installation.
Piston end clearance must now be set or serious damage could occur. See Piston
Rings Installation on page 54. (Crank end - 1/3 of total; Head end - 2/3 of total.)
Before installing the side covers, apply an anti-seize lubricant to the gaskets. This will
aid in their easy removal at a later date.
Replace the crosshead guide side covers; tighten all capscrews.

FEB. 1992
Crankshaft and Bearings

Crankshaft Removal
Crankshaft with Slinger and Sprocket
Step 1
Step 2
NOTE
Remove the coupling from the drive end.

Remove the drive end cover, top cover, and space bars. (The JGM and JGP Models do
not have spacer bars or removable cast iron end covers. On these models remove the
11 inch diameter seal ring from the drive end.)
Be careful not to damage the two sharp corners on top of the base. These corners
form the junction between the end cover, top cover, and base; thus, they must be
kept sharp and unmarred to prevent oil leaks. (JG & JGA Models only)
Step 3
Step 4
Detach the connecting rods. (See Removal on page 36.) Move the rods to their full
outer position.
Remove the capscrews on the chain adjustment cap. Turn the cap to loosen the chain.
Slip the chain off the crankshaft sprocket. (See illustration above.)
41
Bearing Cap Puller
Step 5
Step 6
Step 7
42
Remove the capscrews from the bearing caps. Pull the caps straight up to prevent damage to the dowel fit. If the cap is tight, use the Bearing Cap Puller illustrated.
Before removing the crankshaft from the crankcase, wooden saddles or a notched
wooden crate with sides high enough to prevent the webs or oil slinger from touching
bottom should be prepared in order to store the crankshaft during maintenance- even
though it may be out only for a short time. In addition, the crankshaft should be adequately protected from above so that dropped tools or equipment cannot burr the surface of pins and journals.
Remove crankshaft from the crankcase. For JGM and JGP, see 2-Throw Crankshaft
on page 43. For JG/4 or JGA/4, see 4-Throw Crankshaft on page 44.

FEB. 1992

2-Throw Crankshaft
Step 7a
Turn the shaft so that the drive end counterweight is straight up. Since it weighs only
100 pounds with oil slinger and chain sprocket, it can be lifted out by one or two men.
(If necessary, the shaft can be lifted out with a crane using nylon ropes.) Great care
must be taken since the shaft could bind and become damaged. The lower half bearing
shells sometimes have a tendency to stick to the shaft journals because of the close fitting oily surface of the two parts. When the shaft has been lifted clear of the saddles
1/4" or so, check to make sure that the lower half bearing shells have not come out
with it. If so, they should be tapped back onto the saddles before lifting the shaft any
further. The shaft can then be removed from the frame. See illustration below for
method of removing JGM & JGP Crankshaft.
JGM & JGP
43

4-Throw Crankshaft
Step 7b Take care not to mar the crank running surfaces when removing the crankshaft from
the frame. Two men will be necessary to perform the job properly.
1. First turn the shaft so that the two inner throws are up and at a 45 degree angle to
the sides of the frame. Use a strong nylon sling capable of handling 500 pounds.
(A JG/4 or JGA/4 crankshaft weighs about 225 pounds.) Attach the nylon slings to
a crane. See illustration below.
Four-Throw Crankshaft in Position to be Removed
Four-Throw Crankshaft With Drive-End Clear
2. The lower half bearing shells sometimes have a tendency to stick to the shaft journals because of the close fitting oily surfaces of two parts. When the shaft has been
lifted clear of the saddles 1/4" or so, check to make sure that the lower half bearing
shells have not come out with it. If so, they should be tapped back on the saddles
before lifting the shaft any further.
3. While one man operates the crane, raising it very slowly, the second man must
grasp the crankshaft at the drive end with one hand on the counterweight and the
other hand on the end of the shaft. Wear gloves to avoid being cut by the slinger
and to achieve a good grip. As with everything else, the gloves should be absolutely clean. As the shaft is being raised inch by inch, the drive end must be lifted
at a slightly faster rate while being twisted counterclockwise in order for the webs
to clear the ribs of the crankcase. When the drive end is clear, it must be held clear
while the crane slowly lifts the auxiliary end. While that end is being inched up,
the shaft must now be twisted in a clockwise direction so that it too can clear the
ribs of the frame.
44

FEB. 1992
Oil Slinger
Oil Slinger
Removal
Although the slinger should last indefinitely with proper care, it might become nicked. Should it
need replacing, suspend the crankshaft (using a nylon sling attached to the auxiliary end), and
heat the slinger to 400F. When it has expanded, it should fall by itself.
Installation
Encircle the slinger with wire. (Special care should be exercised when handling the slinger, not
only to keep its surface unmarred, but also to avoid being cut by the outer sharp edge.) Suspend
the slinger from the wire and heat it with a small propane torch. When it has attained a yellow
glow (approximately 400F) it can be slipped over the drive end of the crankshaft. Hold the
slinger in position with asbestos gloves or two pieces of clean wood, rotating it slightly to make
sure it is square, until it has cooled enough to shrink on the crankshaft.
Chain Sprocket
Removal
Examine the sprocket carefully for signs of wear. If it has been in operation for five years or more,
it may need to be replaced once the crankshaft has been removed from the frame.
Step 1
Drill a hole in the sprocket hub. This hole should be parallel to the shaft centerline and
big enough that it removes most of the hub cross section. (See illustration below.) Be
careful not to touch the fit diameter of the shaft with the drill. Mark the drill with tape
so you do not drill through the sprocket and into the crankshaft face.
Step 2
The drilled hole will relieve most of the shrink, and a couple of good radial hits with a
hammer and chisel will open the sprocket enough so it can be easily removed.
Installation
Encircle the sprocket with wire. Suspend the sprocket from the wire and heat it with a small propane torch. When it has attained a yellow glow (approximately 400F) it can be slipped over the
auxiliary end of the crankshaft. Hold the sprocket in position with asbestos gloves or two pieces
of clean wood, rotating it slightly to make sure it is square, until it has cooled enough to shrink on
the crankshaft.
45
Bearings
Removal
Bearing must be replaced if they show signs of wear or scoring. Wear will be indicated by the
bronze showing through the babbitt surface.
If replacement bearings are needed, the old bearings can easily be slid in (untabbed end first), and
snapped into place. Locate tabs in the notches in the bearing saddles and bearing caps.
Crankshaft - Installation
2-Throw Crankshaft Installation:
With the connecting rods in their full outer position, carefully set the crankshaftwith drive end
counterweight straight upon bearing saddles. See illustration on page 43 for method of inserting JGM and JGP crankshaft.
4-Throw Crankshaft
Step 1
Step 2
NOTE
Be sure the dowels in the bearing caps are aligned with the holes in the crankcase
base. A set screw on top of each dowel prevents it from backing out.
Step 3
Step 4
Step 5
Step 6
Step 7
46
Move the connecting rods to their full outer position. While the crankshaft is being
lowered very slowly into the crankcase, (suspended by a crane with a nylon sling), one
man should grasp the drive end (wearing clean gloves as during removal) and tilt the
shaft so that the auxiliary end journal is practically touching the lower bearing surface.
Then the shaft must be twisted clockwise so that the webs clear the ribs of the crankcase. As the shaft is inched slowly down, and after two auxiliary end webs are within
the crankcase, the shaft must be twisted counterclockwise to allow the drive end webs
to clear.
When the crankshaft is resting on the bearing saddles, attach the bearing caps with
capscrews slightly snugged. Then starting at the thrust end, tighten the bolts in a crisscross pattern in small increments to the recommended torque value on page 16. Bearing caps are match-marked to correspond with the spacer bar and spacer bar bosses on
the frame.
Attach connecting rods. See page 38.

Reinstall the chain drive. See page 47.
Replace the spacer bars. Use new Stato-seal washers under the bolts. Locate matchmarking up and next to the spacer bar boss with the same marking. (JG and JGA only)
Install new end cover gaskets. Examine the top cover gasket. If there is any doubt that
it is not in good usable condition, install a new gasket. Before installing gaskets, apply
an anti-seize lubricant to all gaskets or to the metal surfaces on which they will seat.
This will aid in their easy removal at a later date. Trim the excess from the new end
cover gaskets flush to the base with a knife after end covers have been rebolted.
After reinstalling the auxiliary end cover, reinstall the drive end cover and top cover
respectively.

FEB. 1992
Chain Drive System
Chain Drive System

Description
The chain drive system is the crankshaft-driven at the auxiliary end of the frame. It runs the lube oil pump
and force feed lubricator. The chain tightness is controlled by an idler sprocket attached to the eccentric
adjustment cap. The chain dips into the crankcase oil and, as a result, constantly lubricates the system.
Auxiliary End With Components
Chain Drive System
Adjustment
Step 1
Step 2
Step 3
Step 4
Roll machine to the tightest position of the chain. This prevents snugging up on the
chain at a slack position and breaking rollers or ruining the pump and lubricator bearings when the chain goes through its tightest position.
Remove the two capscrews and eight plugs from the eccentric cap. Rotate the cap 6
degrees counterclockwise to line up the two new capscrew holes. If this makes the
chain too tight, try turning the cap around in a clockwise direction for a different hole
line-up.
Tighten the two capscrews and roll the machine to check the tightness in a number of
positions. At its tightest position, the chain should have very little slack, but should not
feel dead tight.
Replace the plugs in the eccentric adjustment cap to keep dirt out of the unused holes
in the end cover.
47
Chain Adjustment Sprocket (Idler Sprocket)

Replacement
Step 1
Step 2
Step 3
Step 4
Step 5
Step 6
Step 7
48
Remove the frame top cover. Remove the two capscrews that hold the eccentric adjustment cap to the end cover. Rotate the eccentric cap to loosen the chain for removal.
After dropping the chain off the idler sprocket, the entire assembly can be removed
from the end cover.
Measure the exact distance from the outer edge of the sprocket to the outer edge of the
cap. Note the measurement for the proper positioning of the new sprocket.
Drift the roll pin from the idler nut. Remove the nut, capscrew, and Stato-seal washer.
Discard all four items since they must be replaced by new equipment. Remove and
discard the cap O-ring.
Reassemble all parts using a new capscrew, Stato-seal washer, sprocket, and nut. Compare the sprocket and cap measurement to the measurement previously taken. If necessary, shim with automobile valve lifter shims (or standard shim stock) between the cap
and the idler space.
Install the assembly on the end cover. Do not install the chain. First check the alignment with the other sprockets using a straight edge.
If the alignment is correct, remove the entire assembly again. Tighten the idler nut to
the recommended torque on page 16 and drill a 1/8" hole through the nut. Tap in the
roll pin.
Install a new O-ring and oil it. Install the assembly and adjust the chain according to
the instructions given.

FEB. 1992
Lube Oil Pump Sprocket
Lube Oil Pump Sprocket

Replacement
Step 1
Step 2
Step 3
Step 4
Step 5
Step 6
Step 7
Step 8
Step 9
Remove all piping on the pump. Remove the mounting plate and the sprocket will
come free through the hole in the end cover after the removal of the chain.
Measure the exact distance from the outer edge of the sprocket to the outer edge of the
mounting plate in order to position the new sprocket. Note this measurement for future
references.
With the oil pump on a bench, use an Allen Wrench to remove the sprocket set screw;
then, pull the sprocket from its shaft.
Remove the No.1 Woodruff Key from the shaft and file the shaft to smooth out any
burrs raised by the cup point of the set screw.
Install a new No.1 Woodruff Key after first checking to make sure the key will fit into
the new sprocket. If the key is too thick, it can be polished with an emery cloth on a
flat surface until it can easily slide into the notch. It may also be a little high and
require filling of the top edge.
Install a new sprocket and compare the distance between the sprocket and the mounting plate outer surface with previous measurement. When it is positioned exactly right,
tighten the set screw.
Examine the mounting plate gasket. If there is any doubt that it is not in good usable
condition, install a new gasket. Before installing a new pump, apply an anti-seize
lubricant to the gasket surfaces. This will aid in its easy removal at a later date.
Reinstall the pump onto the end cover and check the alignment with the other sprockets using a straight edge.
Adjust the chain according to the instructions.
49
Lubricator Sprocket
Replacement
Step 1
Step 2
Step 3
Step 4
Step 5
Step 6
Step 7
50
Remove the sprocket set screw and sprocket. Detach all tubing to the lubricator.
Remove the four mounting bracket capscrews and remove the lubricator.
With the lubricator on the bench, remove the Woodruff Key from the shaft and file the
shaft to remove any burrs raised by the cup point of the set screw.
Install a new No.1 Woodruff Key after first checking to make sure the key will fit into
the new sprocket. If it is too thick, it can be polished with an emery cloth on a flat surface until it can easily slide into the notch. It may also be a little high and require filing
on the top edge.
After the new key has been installed and it has been determined that the new sprocket
will fit, install and oil a new O-ring and remount the lubricator to the end cover.
Put the new sprocket onto the shaft and align it with the other sprockets using a
straight edge. Tighten the set screw.
Adjust the chain using the instructions given.

FEB. 1992
Piston and Rod
Section 4 - Cylinders
Piston and Rod
Removal
DANGER
Before performing any maintenances, completely vent system. Before removing a

cylinder head, back off all capscrews 1/8". Make sure the head is loose and the
cylinder completely vented.
DANGER
On engine-driven compressors, remove the center coupling to make sure that the
compressor cannot turn over during maintenance. On electric motor-driven compressors, if it is inconvenient to detach the driver from the compressor, the driver
must be switched off and the switch locked in that position during maintenance.
Step 1
Step 2
Step 3
NOTE
Remove the crosshead guide side covers and the cylinder head. It has already been
loosened per the instruction above.
Move the crosshead to its inner dead center position and back off, but do not remove
the crosshead nut set screws. Loosen the crosshead nut with the special slugging
wrench. (See page 8.) Use the open-end wrench for hex nuts and the peg wrench for
round nuts.
Use the Piston Nut Torquing Adaptor to screw the piston rod out of the crosshead. (See
page 8.) The two dowels on the tool fit the holes in the piston nut. Turn the crosshead
nut off the Piston Rod.
As the piston leaves the cylinder, be careful in handling the piston rings. Despite
their toughness in service, rings are fragile with regard to removal. Always handle them with clean tools and hands-protecting the rings from nicks, marring,
and bending. Move the piston out of the cylinder until a fraction of the first ring
clears the cylinder. Encircle the ring by hand until it is clear and remove it. Use
this same procedure to remove the succeeding rings.
Step 4
Slide the piston rod out of the head end. The threaded crosshead end of the rod is 1/8"
smaller in diameter than the inside diameter of the packing. Using extreme care,
slowly slide the piston rod through the packing so as not to damage the rod threads or
the packing rings.
51
Disassembly
Step 1
Step 2
NOTE
A small amount of pressure may have built up within the piston during operation. This will vent when the piston nut is loosened.
Step 3
NOTE
52
Remove the set screws from the piston nut. Even though the piston nut has been prickpunched to lock in the set screws, they can be forced with an Allen Wrench past the
small lip that has formed.
Ariel recommends exclusive use of its Piston Torque Fixture (P/N D-961), shown
below, for disassembly and reassembly of the piston from a piston rod. This fixture
can be purchased from Ariel, Mount Vernon. This fixture will prevent bending the piston rod during disassembly and reassembly. The Piston Torque Fixture must be
securely bolted down to prevent its turning with the piston. It should be at a convenient
height, (around three feet).
After the piston nut has been removed, the piston and collar will slip off the end of the
rod.
Ariel recommends exclusive use of the special tools illustrated on page 8.

FEB. 1992
Piston and Rod

Reassembly
Step 1
NOTE
Assemble the piston, rod, collar, and nut by hand.

One end of the piston is machined .001" smaller than the other 3/4" of its length.
This is the head end of the piston.
Step 2
Step 3
Step 4
Secure the piston rod into the holding device. See page 51. Tighten the piston nut to
recommended torque found on page 16.
Install the set screws and prick-punch the piston nut to lock them in.
The set screws should be so tight that the Allen Wrench is slightly deformed (twisted)
after tightening.
Installation
Step 1
Step 2
Step 3
Step 4
Step 5
Install the piston/rod assembly and piston rings in the cylinder. See page 54. Since the
threaded crosshead end of the rod is 1/8" smaller than the diameter of the packing, it
will not be necessary to use an entering sleeve over the end if reasonable care is taken.
Replace the crosshead nut on the rod and use the Piston Torquing Adaptor illustrated
on page 8 to screw the rod in the crosshead.
Remove a crank end suction valve. With the crosshead at its inner dead center position, screw the piston rod in the crosshead far enough to give the approximate recommended clearance at the crank end head. Measure the clearance with the crosshead nut
well snugged up. To readjust, loosen the crosshead nut and screw the piston in or out
in order to have the clearance conform with that recommended on page 10. (Crank
end - 1/3 of total; Head end - 2/3 of total - See page 40.) Tighten and torque the crosshead nut to the value given on page 16. To double-check clearance, remove head end
suction valve and check head end clearance.
Tighten the crosshead nut set screws and replace the cylinder head and gasket. Tighten
all capscrews evenly to the proper torque value listed on page 16.
Replace the valves, tighten all capscrews evenly to the proper torque value listed on
page 16, and replace the crosshead guide side covers.
53
Piston Rings
Materials
There have been three materials of rings used in Ariel Compressors: Bronze, Teflon and Cast Iron.
Teflon is standard in all cylinders today.
Determining Ring Wear

Ariel recommends replacing rings when the end gap has increased three times its original distance. To measure the gaps, insert the rings in the cylinders without pistons. See page 12 for JG &
JGT cylinders and page 13 for JGM & JGP cylinders.
Removal
See NOTE on page 51 for piston ring removal.
Installation
NOTE
Ring gaps should be staggered around the piston, rather than lined up.
Step 1
Step 2
Step 3
CAUTION
54
Insert the piston/rod assembly in the cylinder up to the crank end ring groove. Place
the inner ring in the groove (with the two piece ring match marks in the proper relative
positions).
With the rings fully compressed in the grooves, insert the rod and piston into the cylinder. Make sure the one-piece rings stay in place while inserting the piston and rod.
Follow the installation steps under Piston and Rod on page 53.
Whenever installing a piston in a cylinder, since the threads on the end of the piston rod are 1" in diameter, an entering sleeve is not necessary. However, you
should reach into the packing with a finger, from the crankshaft side, and guide
the rings on the piston rod. Follow this procedure so that the end of the piston rod
does not bang into the edge of a packing ring and bend it.

FEB. 1992
Piston Rod Packing
Piston Rod Packing

Removal
Step 1
Step 2
Step 3
Step 4
Step 5
Step 6
Step 7
Step 8
Step 9
Remove the piston and piston rod. See page 51. Set crosshead at inner dead center.
Disconnect the lube oil U-tube from the top of the packing gland and the primary vent
U-tube from the bottom of the gland. Remove the four twelve point capscrews that
hold the packing gland to the cylinder.
At this point do not remove the small nuts from the studs in the wiper cup. These studs
hold the entire packing case together so it can be removed as an assembly.
Screw two short 3/8-16 NC capscrews into the two tapped holes provided in the crank
end face of the gland. A screwdriver or pry bar under the heads of these capscrews can
be used to pull the entire packing out into the crosshead guide. It will then come out
through the side opening of the guide. The packing may now be taken to a clean place
for disassembly.
Set the packing on a clean surface on its nose cup or cylinder end. Three long tie studs
hold the packing together. The stud holes are not equally spaced. This prevents the
stack of parts from being aligned incorrectly. Remove the stud nuts and the packing
can be unstacked. Replace these nuts each time the packing is serviced.
Ring wear can be determined by placing the assembled rings, (note match-marks), on
the piston rod. Check end gap clearance. If the ends butt, or nearly butt, they should be
replaced by new rings.
Fins or wire edges on the rings due to wear should be carefully filed off so that all
matching edges will be square.
The metal gasket on the end cup can be pried loose with a sharp awl. Be careful not to
scratch the sides of the gasket groove.
Before reassembly be certain all parts are perfectly clean.
55
Reassembly
CAUTION
Step 1
CAUTION
Step 2
Step 3
Step 4
CAUTION
56
Be sure to refer to the packing assembly in your parts book. Ariel supplies four parts
books with each unit. Please contact your distributor if you do not have a parts book.
Install a new end gasket. Restack the assembly, taking special care that the oil cup is in
its proper location and that the rings are installed with the correct side toward the pressure. After the stud nuts are tightened, all rings should be free to float radially in
each cup. Be sure to use clean, fresh oil in parts to be assembled.
Before installing the packing into the cylinder, be sure the gasket surface in the
packing counter bore on the crank end of the cylinder is clean and not scratched.
Put a new O-ring on the gland and oil it liberally. Reinstall the complete assembly with
the oil supply point on top. Using the four capscrews, pull the packing into place.
Tighten the four capscrews evenly to the recommended torque on page 16. This procedure will ensure that the packing comes up square on its nose gasket.
Retighten the small tie stud nuts. Reinstall the U-tubes for the oil supply and primary
vent. Take care not to cross-thread the tubing nuts. Tubing nuts must be tight.
Follow the installation steps under Piston and Rod on page 53.
After installing the new packing rings, refer to page 31 for instructions for priming the force feed lube system. Follow instructions on page 6 for lubrication rates
that are recommended for break-in of a new machine. Break-in lube rates are
twice the normal operating rates, or one-half the normal indicator pin cycle time.

FEB. 1992
Packing Rings
Packing Rings
Identification of Rings and Arrangements
Type P Pressure Breaker
This is a single ring. It is cut radially into three equal segments. It may be installed with either
face toward the cylinder. This ring breaks down or slows the gas flow without sealing it completely. See illustration below.
MATERIAL: CAST IRON
57
Type TR Single Acting
This set is made up of a pair of rings. It seals in one direction only. The first ring (pressure side) is
tangentially cut and made of Teflon. The second ring is called a back-up ring and is radially cut.
The bore in this ring is larger than the rod diameter. This allows the radial joints to be tight
together forming a gas seal. No dowel is necessary. See illustration below.
MATERIAL: PRESSURE SIDE-TEFLON

BACK-UP SIDE - CAST IRON
58

FEB. 1992
Packing Rings
Type BD Double Acting
This set consists of two tangentially cut rings. The rings are doweled so the tangential cuts are
staggered from one ring to the other. The set is double acting in that it will seal in either direction.
It is used in cylinders operating near atmospheric pressure to prevent air entering the cylinder. See
illustration below.
MATERIAL: TEFLON
59
Type 3RWS Oil Wiper Set
This set uses three radial cut rings. They are doweled to provide a staggered arrangement. Their
purpose is to keep crankcase oil out of the packing and cylinder(s).
Assemble with the blank face towards the oil (crankcase) and the slotted side towards the packing.
See illustration below.
MATERIAL: CAST IRON
60

FEB. 1992
Packing Rings
Arrangement of Packing Rings
Ariel supplies packing in three pressure ratings. Ring, oil supply, and vent locations are illustrated in the following chart, starting from the pressure side:
NOTE
B - 69
0 - 350 PSIG
B - 20
350 - 1250 PSIG
B - 38
350 - 2000 PSIG
Pressure side
Pressure side
Pressure side
Pressure breaker
Pressure breaker
One Single acting ring
Oil Supply
Oil Supply
Oil Supply
Two double acting rings
Three single acting rings
Four single acting rings
Primary vent
Primary vent
Primary vent
One double acting ring
Secondary vent
Secondary vent
Secondary vent
Wiper set
Wiper set
Wiper set
Crankcase side
Crankcase side
Crankcase side
Refer to packing assembly in your parts book. See Diagrams - page 33 for Packing Tubing and Distance Piece Venting and page 34 for Packing Lubrication and
Venting.
Packing Ring Material

Some years ago bronze was the standard material for all Ariel packings. Bronze, however, is totally unsatisfactory for sour gas service, (hydrogen sulfide in the gas). Cast Iron and Teflon provide outstanding service
with sour gas, and, since they perform equally well with sweet gas, they are now standard materials.
A typical packing will have a Cast Iron pressure breaker, Teflon/Cast Iron single acting rings, all Teflon double acting rings, and a Cast Iron wiper set. The Teflon is glass reinforced and impregnated with Molybdenum
Disulfide. This provides a strong, slick material to reduce friction and wear.
NOTE
Bronze is still available upon special request.
Another arrangement has been devised for moderately wet gas service. It is called Washout Resistant. A typical packing arrangement would be:
A Bronze pressure breaker, Teflon/Cast Iron single acting rings, all Teflon double acting rings, and a Bronze
wiper set.
61
Valves
Removal
DANGER
Step 1
Step 2
Before attempting to remove any valve cap, be very certain that all pressure has
been vented from the cylinder. Pressure must be completely vented from both the
suction and the discharge passages of the cylinder. (See IMPORTANT WARNING PLATES on page 5.)
A typical valve assembly is shown on page 64. On each valve cap loosen all of the
bolts slightly. With all the bolts loose, the cap should stay in its original position. If it
pushes out on its own accord-stop!! Take steps to completely vent the cylinder. See
DANGER above.
a. After all the above safety checks, remove the valve bolts. A pair of screwdrivers,
one on each side of the cap, will help pry it loose. With the retainer still in place,
screw a valve tool over the valve center bolt. (See page 8.) Now the valve and
retainer can be pulled out together.
In most cases the flat metal gasket will remain in the pocket. It is difficult to see. A
flashlight and a small mirror on an adjustable rod are the best tools to see the gasket
clearly. On cylinders with horizontal valves, the gasket may fall into the gas passage.
A small magnet on a flexible extension rod will help fish it out. This gasket should be
replaced after several uses.
Maintenance
Ariel uses valves manufactured by Hoerbiger Corporation. Before servicing any valve refer to the correct
valve assembly drawing and parts list and Hoerbigers literature in the Parts Book. On the valve assembly
drawing you will notice that valves have different springing for different pressure levels. The valve group
sheet in the Parts Book shows the valve originally supplied with the unit and its selected pressure range. If
different operating pressures are encountered, then different springs may be required.
The suction valve must be selected on the basis of operating suction pressure and the discharge valve for
operating discharge pressure. Proper valve spring selection is also based upon the operating speed (RPM) and
gas specific gravity. The pressure ranges shown on the valve assembly drawing are based on rated speed
(1400 RPM for JG & JGM units, and 1800 RPM for JGA & JGP units) and a gas specific gravity of 0.65.
Valves are not selected on the basis of the maximum working pressure of the cylinder. If the operating pressure falls between the recommended pressure ranges, then select the valve for the higher range.
Some valve assemblies may not have the pressure ranges stated. Contact Ariel, Mount Vernon, for assistance
in valve selection.
NOTE
62
When rebuilding any valve, always use a new locknut on the center bolt. See page
17 for the recommended valve torques.

FEB. 1992
Valves
Reassembly
NOTE
Be certain all parts, gasket faces, and mating surfaces are absolutely clean.
Step 1
Step 2
Step 3
Step 4
CAUTION
The 1/32" thick metal gasket should be coated with an anti-seize lubricant. It can then
be either inserted into the valve pocket or stuck on the valve. In either case, care must
be taken to keep this gasket from falling into the gas passage.
The retainer keeper is a piece of Viton O-ring stock in a threaded hole. This should be
screwed out just far enough to provide friction so that bottom retainers will not fall out
while the cap is being installed.
Using the valve tool illustrated on page 8, the valve and retainer may be inserted into
the pocket together. When installed correctly, the distance from the outer retainer face
to the surface of the valve boss on the cylinder will be 1/8" shorter than the length of
the nose on the valve cap.
Inspect the valve cap O-ring for cuts or gashes and replace it if necessary. Lubricate
the O-ring and the nose of the valve cap. Insert the cap and tighten the bolts evenly to
the recommended torque on page 16. If the assembly is correct, the distance from the
underside of the cap to the valve boss surface on the cylinder will be 1/8".
Always use clean, fresh oil on the threads before reinstalling bolts.
63
Valve Assembly
See illustration below of a typical valve assembly.
64

FEB. 1992

JG A

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BEWARE! GAS COMPRESSOR UNITS ARE COMPLICATED AND

Section 3 - Frame and Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Models JG, JGA, JGM & JGP

Models JG, JGA, JGM & JGP

Specifications - JG/2, JG/4, JGA/2, JGA/4 & JGA/6

Section 1 - Reference Data

Transverse Cross Section - JG/2, JG/4, JGA/2, JGA/4

Section 1 - Reference Data

Models JG, JGA, JGM & JGP

Specifications - JGM/1 & JGP/1

Specifications - JGM/1 & JGP/1

Horizontal Cross Section - JGP/1, JGM/1

Section 1 - Reference Data

Specifications - JGM/2 & JGP/2

Horizontal Cross Section - JGP/2, JGM/2

Models JG, JGA, JGM & JGP

Identification and Information Plates

Identification and Information Plates

Rotation Plate, located at the

Information Plate: Model,

Oil Filter Plate with installation

Section 1 - Reference Data

Models JG, JGA, JGM & JGP

Identification and Information Plates

Frame serial number stamped

Use the cylinder serial number in all correspondence.

Section 1 - Reference Data

Valve Puller, 1/4-28 UNF: 42 Rx

Valve Puller, 5/16-24 UNF: 52 Rx, 60 Rx

Valve Puller, 3/8-24 UNF: 70 Rx, 79 Rx

Valve Puller, 1/2-20 UNF: 88 Rx, 98 R1, 117 R1

Models JG, JGA, JGM & JGP

Section 1 - Reference Data

Original Running Clearances

JGM & JGP

Connecting Rod Bushing to Crosshead Pin

Crosshead Bushing to Crosshead Pin

Crankshaft Thrust (End Clearance)

Piston end clearance

These figures are mathematical design clearances. Clearances measured with

Models JG, JGA, JGM & JGP

Packing Ring Side Clearance

Section 1 - Reference Data

Bronze Segmental Bronze 1-pc.

CORRECT DETERMINATION OF END GAP

Models JG, JGA, JGM & JGP

Section 1 - Reference Data

Models JG, JGA, JGM & JGP

Installation- Dog Point Type Studs

Installation- Dog Point Type Studs

The assembly of studs into tapped holes is to be as follows:

Section 1 - Reference Data

Required Torques - JG, JGA, JGM and JGP Units

12 Point or Hex Socket

Ta = Actual torque applied at socket

Models JG, JGA, JGM & JGP

Required Torques - JG, JGA, JGM and JGP Units

Valve Center bolt or

103 In. Lbs.

168 In. Lbs.

Drake Lock Nut (2-piece)

103 In. Lbs.