Engine Build - part V

I checked cranking oil pressure and oil lube to the heads, since FE's have a known habit of hemorrhaging under the rockers resulting in low oil pressure. Cranking with the spark plugs in I had around 30 PSI cold and without ~35 PSI cold, there was a nice coverage of lube and cooling oil to the valves without drowning them.

The next two items to tackle. Turns out I did have some pics of the PS pump, so I'll share those. But first the York 210.

This compressor ended up being beyond redemption as it was obvious someone had serviced the air con system all those years ago fixing whatever leak there was and added refrigerant but no oil. As a result it was pretty scored, amazingly it still turned. I should point one more thing out, never take for granted that an old car has leaked its refrigerant out. I made that mistake on this LTD. Here the car leaked out seemingly every conceivable fluid and I rather arrogantly concluded there was no refrigerant left and started to uncouple the lines. The lines were so cruded together that even after unscrewing the nut a few turns, then it popped to break the flare seal and it was darn near full of refrigerant still. I jumped back and left the combination wrenches on the line and sat back and watched them turn into chunks of ice before it finally ran dry. So be careful.

It's pretty much rubbish.

I did buy a new one. So some may find this interesting, the little York here debuted in 1958, as of several years ago they were or possibly still are being made for new vehicle production. Specifically class 8 trucks (lorries-semis), like Kenworth, Peterbuilt, etc. So these are plentiful in the truck world. Here's the funny bit, I sure would have thought after all these decades it would be improved upon or changed. But it turns out aside from a hide and low side extra threaded port on the sides, it's the same. The one I bought had metric markings on the bolts but after measuring them, they are still English threads and diameters.

One last bit of titillating info, having worked in the class 8 truck arena, every part we designed, tested and built had to last for 1 million miles. For these manufacturers choosing an ancient designed compressor and not changing it just proves these are incredibly durable little units. They didn't chose a modern Sanden or any other brand.

I disassembled the new York to see how well it was made, which it was, but I don't have those pics, just reassembled after being detailed.

But here's the brush holder for the clutch.

There were still plenty of brush life left, so a quick cleaning and detailing after converting to screws once the rivets were drilled out. Also lubed with synthetic grease. For those unfamiliar these older air con pumps had the coil integrated in the pulley and therefor spun with the lot. The connection was via a slip ring and these brushes.

I believe in '67 they went to a stationary coil bolted to the compressor.

The new York 210, since I'm retrofitting the air con in the car to R134a I bought the R134a service ports integrated into the new rotolok head connectors.

I disassembled the old clutch, cleaned and detailed it.

Replaced the old bearing as the grease was rock hard.

Back together and tested.

Onto the PS pump

The original one taken apart and cleaned, the kit I bought was the 8500, which is the harder one to find as it contains the shaft bushing, the other more common kit contains everything but.

The more astute viewer you'll notice a 6-AN fitting on the return line to the case. I'm not terribly fond of the barbed hose connection and will try to avoid it if possible.

So I bought these weldable 6 AN bung fittings.

And TIG welded them onto the various pieces.

After detailing the pump and assembling all the engine driven accessories are back on the engine.

More in part VI.

Cheers