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2nd Gen Ram Tech1994-2001 Rams: This section is for TECHNICAL discussions only, that involve the 1994 through 2001 Rams. For any non-tech discussions, please direct your attention to the "General discussion/NON-tech" sub sections.
You probably want to try and find one of the 10CFM Yorks, if you can, since you usually end up running them at idle and with off the shelf alternator and v-belt clutch pulleys. I can't remember all the details now but for example with the Kilby alternator pulley and one of the larger diameter v-belt clutch pulleys I was figuring I could get around 4.5cfm from a 10CFM York with my truck at idle.
The amount of air the different Yorks put out depends on how fast they are turning. but you don't want to turn them too fast or they will break. Some people run a hand throttle on the vehicle to set the air pumps optimal RPM for max cfm's when pumping. That seems like it might not be impossible on our trucks but I haven't tried it yet.
It would be sweet to have a custom alternator pulley that would allow for it to run closer optimal rpm which allowed it to produce the full rated 10CFM value but haven't gotten that far.
I don't know if Jungle over at this other forum still sells these but I bought one of these and still have never had time to install all this stuff since it is down the priority list of 15 thousand other projects I haven't finished yet that come before it. I think there is some pretty good links in there too.
As I understand it HeyYou the York are a screw type pump so unlike piston compressor pumps they put out the same cfm no matter what the pressure is as long as you aren't trying to operate outside its rated operating ranges. ie if the York says it is putting out 4.5cfm at such and such an RPM, that is at no load all the way up. Pretty sweet how that works but the key here is a 5.9LV8@idle is barely even going to noticebly going to bog down doing all that work which is still quite a bit to drive 4.5cfm into 120psi or whatever .
hmm maybe I must have remembered that wrong a quick search shows that is definitely true that I was wrong about that.
I should have mentioned that I'm not an expert in it and I'm just retelling what I thought I understood when I was piceing my kit together.
If it isn't differences between the pump internals that explains why they maintain their cfm at high pressure then I have no clue. Maybe I misunderstood that too!
Edit: After reading more about it, it sounds as though these york pumps must be 2 stage pumps which would also apparently explain some of the observed diifferences such as the claims of higher cfm's at high psi and the extra force required to turn them under those conditions. It led me down a rabbit hole reading about people doing oba setups with York pumps driven by electric winch motors. https://board.marlincrawler.com/index.php?topic=64942.0
Kilby made a bracket for a short time for the 5.2 & 5.9 V-8. He did this because he'd done the magnum swap into his TJ and added a York to his engine. I lucked out when I did my swap into my TJ and contacted him and he happened to still have a bracket kit on the shelf. I needed the OBA for my AiRock system that uses air springs to replace the coil springs on the Jeep.
Kilby made a bracket for a short time for the 5.2 & 5.9 V-8. He did this because he'd done the magnum swap into his TJ and added a York to his engine. I lucked out when I did my swap into my TJ and contacted him and he happened to still have a bracket kit on the shelf. I needed the OBA for my AiRock system that uses air springs to replace the coil springs on the Jeep.
Here it is sitting in the frame of the Jeep
With the belts installed.
A better shot of the bracket.
Is that idler necessary? I had no problems driving directly off my alternator on my 351
I think on that one, the idler is also the tensioner.
Correct, the idler is also how you adjust the tension on the belt.
I did one on my old CJ5 where the York was mounted to a flat plate that was hinged on the bottom and I'd lean it slightly and tighten the bolt on the base down to keep the tension on the belt. I was driving it off a 2 grove v-belt pully on the crank.
Correct, the idler is also how you adjust the tension on the belt.
I did one on my old CJ5 where the York was mounted to a flat plate that was hinged on the bottom and I'd lean it slightly and tighten the bolt on the base down to keep the tension on the belt. I was driving it off a 2 grove v-belt pully on the crank.
This is what I showed in Post 13. The cheap hardware store turnbuckle worked great to tip the whole compressor and tension the belt. Seems more straightforward and compact than that additional idler way up high, but I'm assuming there was a good reason for it
