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OK, I must be nuts, I'll admit. I'm rebuilding a York A/C compressor that came from a junkyard 411 for my 412. The question is, has anyone attempted it before? I've run into one snag, the bearings are a bit rough, and to get them off I need to get the rear bearing housing off...and the 4 flathead slotted head screws that hold it on are stuck in place, but good. I'm almost to the point of drilling them out, but I figured I'd ask if anyone has experience with removing them with something other than a big, bad drill before I power up .

The rebuild is not as tough as you might think. CCI (the company that bought the production equipment, etc. from Borg Warner in 1987) still produces the 20x series for big rigs, and has not altered the design at all that I can tell. They sell (to parts houses) seal kits, gasket kits, reed valve plates, an online PDF file service manual, etc., and the shaft bearings appear to be standard industrial ball bearings, so parts are generally available. And, though the design is not as space efficient as, say, a Nippondenso 171 or Sanden 508, it is just as light, and fits the T4 engine well. It's even got the right diameter pulley to run the compressor at a reasonable speed. It's a big, open design inside, no special tools required to dismantle. After cleaning 15+ years of old oxidized oil out, and fitting new bearings, seals and gaskets, it'll be good as new.

As for the power consumption, I've heard lots of data from no difference to big difference, so who knows. All I know is that displacement is displacement, and the only difference between 6 ci of 2-cylinder York and more or less 7 ci of 5-cylinder Sanden is smoothness, the displacement is similar.

Let us know how it goes. I have been contemplating what compressor to go to....or just sty with what it came with. As for the screws...heat them first...whack them...soak them...then use a hand impact driver. Ray

The crankshaft plate is out. It appears they used high strength thread locker, and it took heating each screwhead twice, and using a hand impact driver to get the screws backed out. I bent the tip of the impact driver on the last one, but it came out finally.

Both bearings are off. When I get a number, I'll post them all. Looks like new bearings and it'll be back together!

Latest...my favorite bearing supply place had the rear crank bearing in stock, but the front is a special bearing. It's the same OD and ID as a standard spec bearing, but a non-standard thickness (thinner than standard). It's a Hoover X540 (Hoover was bought out by NSK in the 70's). They called another supply house, and they called the manufacturer (NSK), who told them they couldn't spare any, all production was going out the door, presumably to the only customer for this bearing, Climate Control Inc (who bought the York auto compressor works from Borg Warner in the 80's). Unfortunately the front bearing in my compressor has a pitted outer race, so I've got to replace it.

I may have found one somewhere else, though, I'll let you know. In the meantime, I recommend anyone who's thinking of rebuilding one to treat the front crank bearing as limited availability, and treat it with care.

Just out of curiosity, anyone (DB, Ray, ?) have a source for NSK bearings that has an X540 in stock?

MGVWfan wrote:
Just out of curiosity, anyone (DB, Ray, ?) have a source for NSK bearings that has an X540 in stock?

Let me see what I have in my work supply, for some reason that bearing sounds familiar.

Any help is appreciated

Can you just replace the race or have the case or race milled down or re-create the bearing from two bearing types? bill
p.s. at the place near me they have a book for the race but Im sure your placed did too!