On-Board Air

The goal of this project is to have an engine driven on-board air compressor via a converted York compressor.
My engine brackets for the compressor came off of a 1980 AMC Eagle wagon with a 258 straight six.
Being how I am currently running a 258 in my CJ-7 these brackets and compressor will work great for me.
I should also be able to order stock belt part numbers for this setup as if I have an Eagle instead of a CJ-7.

The Compressor
the obvious best choice for this project is a York piston style A/C compressor due to their ruggedness
and the internal oil storage tank. This is what sets York compressors apart from the rest.
Other rotary style compressors require a lubricant in the Freon refrigerant to keep them oiled and cooled
The York compressor due to its internal oil tank can self-lubricate and needs no other lubricants.
The best York to find is the 210 model due to its higher output. These are commonly found on AMCs,
Volvos, Fords, Porsches, International Harvesters, and earlier Oldsmobiles.

The compressor oil level should never be permitted to go below the minimum oil level of 6 fluid ounces (177 ml).
If oil must be added, the oil should be added until the level is 12 fluid ounces (355 ml).
An excessive amount of oil is detrimental to the proper functioning of the entire system.

It must be remembered that the 206, 209 and 210 models are high speed compressors and satisfactory
operation depends on proper lubrication.

I have read a couple different places that say to either use a 10w30 or a straight 30 weight oil
to lubricate your compressor. I plan on using a full synthetic 10w30.

Operating Speed Range
The compressor may be operated in either a clockwise or counter-clockwise direction of rotation.
No field adjustments are necessary. The compressor is designed for operation between 500 and 6,000 rpm maximum.
(4000 rpm continuous rating).
Please refer to the Service Manual for compressor servicing information

Not all Yorks are created equal. There are three main variations to the York compressor
which cannot be determined at a glance. You can read the ID plate on the compressor.
If your York came out of am AMC or Ford vehicle, you are likely to have a non-standard ID plate.
In which case your fastest and best choice is to pull the pulleys off and look at the end of the drive shaft.
You will need a 1/2″ socket, a 5/8″ course thread bolt and a 15/16″ socket to pull the pulleys
if your compressor came off of a Volvo, the 5/8″ bolt is replaced with e metric 15mm (I think)
The easiest way to pull them is with a impact wrench, then look at the end of the drive shaft.

If your compressor has the standard ID plate you can use this to decode the information