15HP, but the 390 is supposed to be paired with a 20HP motor. The Quincy
service guy I talked to said that 15HP was fine, but 10HP would be too
small. But then again, they said mine was about 25 years old, and the
date stamp on the tank is in the 50s.
20 HP, wow.
The trouble is that the motor nameplate on my 390 that I have in my
pickup truck, has been completely erased due to unknown reasons
(likely reckless cleaning). So I can only be guessing what is the
horsepower of that motor. (I will ask our Quincy dealer)
Your compressor is of similar vintage to the one in my garage (mdl
This 390 is Revision 15 made in 1968. 3 years before I was born.
Yeah. I bought a lot more compressor than I really need, though it is
nice to know that I'm not going to run out of air for pretty much anything
I can think of doing... With 20HP though, I could kick out 69 CFM @
Good luck. I'd assume at least 15hp though.
Hmm, I guess that means mine is 3 revisions earlier. I know I had a hard
time getting the right parts for the unloader. (If I looked at the right
pictures, your 390 has an unloader for when it is running at pressure...I
think that is a fixed, not variable, pressure setting on it.) Mine was an
older version that what was shown in the manual.
Where did you get the info on what revisions were made when?
Actually, looking again, I think you have a setable pressure for the
unloader to kick in. If you don't want to use it, so that when it reaches
pressure, the motor shuts off, turn the valve off (the one just above the
oil pressure gauge).
That's an insane amount. My sandblaster needs only 15 CFM. So I think
that my 340's ability to pump about 24 CFM, works fine for my
needs. Although, overnight I started having second thoughts about
swapping it for this 390.
I think that a pressure setting is not really the prerogative of the
unloader? That it should be an electrical or pneumatic valve that
actuates the unloader based on pressure?
I am on very friendly terms with our local Quincy dealer, who knows
everything and gets all my orders.
The copper tubing coming up from the tank goes to the unloader control
pilot. It splits up, with the tubing the comes out on the bottom side
going around and connecting up after the control pilot assembly. This
line would run straight to the unloader towers if you didn't have the
control pilot in place. Here is a picture of mine before I put
the contol pilot in place.
Back to the first picture. The on/off valve with the blue handle. When
it is closed, the control pilot is bypassed. When it is open, when the
pressure reaches your setting, it activates control pilot and vents the
air from the line out the left side. The has the unloader towers on top
open up. On this one, the pilot assembly is adjustable. You can get ones
that have a fixed preset pressure. On the ajustable ones, the tighter you
adjust the screw, the higher pressure that is needed for the ball-pilot to
kick over and vent.
I did notice that your compressor didn't have any tubing coming up from
the tank to this unloader pilot assembly. So, you won't be able to use it
until it has air coming from the tank to it.
Let me know if I'm not explaining this well.
Oh, and that little silver colored tab on the left side of the pilot? If
you pull it, it forces the pilot to unload the compressor regardless of
Yeah, even with the 15hp motor, this is more compressor than I need, but
hey...it is a Quincy, and it is fairly quiet.
I don't remember the exact ones, but it was mainly the connectors. I
figure it was part number drift...we had to go through a couple of part
numbers to get active ones. I do remember the 4-way cross pipe part
number came as something else. It wasn't a big deal, I just went to the
store and go the few that I needed.
Sorry, poor terminology on my part. I think I've answered better
following up to your other post. Yes it is a pneumatic valve/pilot that
controls the unloader towers that I'm talking about.
Hey, if he is willing to look up the info on 390-12-270987L, I'd really
appreciate it. I don't think this one was made in the 70s.
The other parts, I think answered my questions along with your other
He looked up part info on my 1951 model 340 Rev. 3.
Call Mike at Cochrane Compressor. Email me if you want his
The front plate on the lower housing is a bit different.
OUCH! At least you didn't flip it up on the end of the tank. (Been
there, done that.)
You mean the valve with the blue handle? Because the control pilot is
supposed to have full tank pressure on it, or no pressure on it, and I
wanted something that I could activate quickly if needed. Is there a
reason I shouldn't have a ball valve there?
I hope it helped.
Well, I called. It was old enough that they didn't have the info in the
computer. If I really needed it, they would have to look it up on the
factory microfiche. But my serial number range was used in 1957. Given
that my tank is date stamped 1956, I think that is a good indicator that I
have a 50+ year old compressor.
I've got a rebuild kit for it (gaskets and the like) but given that
everything seems to be working well, and as little as I'm using it, I'll
just change the oil regularly and keep the kit on hand for an emergency.
I remember. In my case, I cannot take it off my pickup, at all.
No, I was just curious.
Yep. In fact, inspired by your control system, I changed my compressor
so that it is able to either run on demand, or run continuously.