Now you got me wanting to find a way to run both a Sanden and a York on Jr..

Maybe since I eliminating the AIR pump I might could find a way.

 

Sounds like complete agreement - something that's unusual around here. And, as RW points out, I don't want to go back with the original compressor so need to buy one anyway, so why not buy the Sanden.

Boy, I hate to think what I'd have to "put back" if this were a true restoration. Heads, intake, carb, valve covers, air cleaner, alternator & regulator, power distribution box, & wiring, water pump, and now A/C compressor. And that doesn't include a few minor internals like pistons, cam, lifters, and rockers, although those don't get judged. Man, that would be boring!

 

Any chance to do a serpentine belt on a 400? This is a 351W/5.8L sitting in the '70 F100 chassis. '95 F150 brackets and accessories with air pump delete pulley and provision for PS pump (no PS on the '70 F100). The PS mount could be cut off but I was thinking I'd add PS at some point.





I like the serpentine setup.

 

I've found some serpentine set ups while looking for simplified V- belt brackets. They can run up to 1600 for a kit and most require Saginaw conversion. It's up to Gary if he wants to convert, but I really don't think it is worth the asking price.

http://www.c1pulleys.com/car-pulley-kits/ford-pulley-kits/ford-cleveland-kits.html

 

Yikes!! I was wondering if any 351M/400 came with the serpentine setup and Sanden compressor.

 

No, the M/400 was done as of the end of 81 and all they saw were v-belts and York compressors. I like the serpentine belt set up but don't want to pay the price. Further, as can be seen in your picture, they rotate the water pump backwards and the Flow Kooler pump I have doesn't work that way. In fact, I haven't found any reverse-rotation pumps for the M/400.

Edit: The above statement about the demise of the M/400 is not correct. See my next post for a better one.

 

Chris has pointed out that, once again, I'm giving out false information. (And that frustrates him, no end, as we are all striving to have FTE be factual.) So, I hereby apologize again, and probably not for the last time.

Anyway, my statement about the M/400 being done as of the end of '81 was not accurate. It wasn't even a good gross generalization. Here's what Bubba says:

 

Once again? Gee, Gary, you make it sound like I'm accusing you of being a fountain of misinformation.

EDIT: ND Bill will jump down all our throats if he catches any of us giving bad information, I don't like it when that happens....

 

Not "accusing" but pointing out. Hey, I make mistakes. And don't expect to quit any time soon as that would suggest either I die or stop posting, talking, or writing - none of which I want to do any time soon.

Edit: And Bill is doing that more right now 'cause SWMBO is gone and he doesn't have anyone else to gripe at.

 

Here's a shot of a rotary compressor that came off of Ray's 1986 F150 sitting on the stock M/400 York compressor mount. This lowers the compressor 1 1/2" from where it would be with the Windsor brackets, and that is huge as the Windsor location makes it very prominent.

Another thing to talk about is the power steering pump bracket and location. But, I'll take that discussion back to Dad's Engine thread as it is more applicable there.







Compare the above to this view with the Windsor brackets:

 

Why cant we rebuild an A/C compressor?

 

First item, that is not a true serpentine system, it is pretty much what I have on the EFI 460, dual polygroove belts. The locations of the A/C compressor and alternator are reversed from a truck.

Suggestion, find someone who has an EFI 460 out of the truck and look at that setup, the pulleys might fit. The normal setup has A/C compressor up on the left side. P/S pump below it, driven by one belt, the rear one. The alternator mounts at roughly valve cover level on the right with the Thermactor pump under it, driven by the other belt, the front one. The automatic adjuster sits on the left accessory bracket casting and rides on the rear belt between the water pump and A/C compressor.

The left side bracket attaches to the front of the head with 4 long 7/16" bolts and there is a single 3/8" bolt into the water pump near the inlet. The right side bracket has two 3/8" bolts into the head, one into the water pump, one into the block behind the Thermactor pump and one 3/8" stud that the alternator tension arm attaches to along with another 3/8" bolt into the water pump. I'm sure the van setup for the Saginaw P/S pump is similar.

These engines use an FS-10 compressor rather than the FS-6 that the 1986 trucks used (10 ci rather than 6) and convert well to R-134a since they were used on these engines up till end of production in 1997.

 

The FS10 is also loads less expensive, even for brand new, can be had for around 100 bucks from a wholesaler. And was used well into the late 2000's. The coil also has 4 clock positions for easier mounting.

 

Bruno - I would rather have a new compressor than a rebuilt.

Bill - Is there a huge advantage to a poly-groove or serpentine belt system? Otherwise I'm not too worried about going with the v-belts. Especially since the single belt system turns the water pump backer and I've already mounted this Flow Kooler so can't return it.

Matt - What pump is shown in the pic from the vendor a page back? Is that a 10?

 

The one from Classic? It looks like they are using the Sanden SD709, 8 mounting ears, dozens of different rear head connections and just as many clutch configurations. 12 or 24 volt. Truly the universal aftermarket compressor. Used on everything from Honda's to big rigs. It's the staple for most add-on air kits. Another source is an old customer of mine down in FL, Catlin Truck Accessories & Auto Air, he deals in add-on air still.