AMC V-8 Engines 1966–1991: How to Rebuild & Modify

INTRODUCTION

Taking on a project such as rebuilding an AMC engine can be overwhelming. The best advice that I can provide is to reach out for help when questions arise. Going into this project, recognize your level of ability and ask your machine shop to help with the rest.

There’s no better feeling than dropping your refreshed and rebuilt 360 engine back between the fenders of your restored 1973 AMC Javelin. (Photo Courtesy Mary Bongaard)

If this is your first engine build, let your machine shop know that you are relatively new to this. When a customer mentions that it is his or her first engine rebuild, we go out of our way to ensure that the customer understands everything. We even put instruction tags on items to help. The success of your engine rebuild is just as important (or more important) to your machine shop.

Even though we tried to keep this book aimed toward the beginner, we have included many of the specialty oil modifications. These modifications are often unknown to machine shops that do not rebuild many AMC engines.

We receive phone calls from many shops that ask how we do some of these modifications. I compiled this information in a book for you and your engine builder to use. Keep in mind that every engine builder will have thoughts as to what is correct. Over the years, many of these modifications have changed and/or developed for the better due to input from many people.

When restoring a classic car, just remember that if an engine rebuild goes wrong, it will leave you stranded and cost you thousands of dollars. When corners are cut on some bodywork, you may be the only one who can notice it. However, there are some items in an engine build that you should not omit.

Always listen to the machine shop’s recommendations. If you are looking for a qualified machine shop to rebuild your engine in your area, start by looking on the AERA website for members. If a machine shop is a member, that is a great sign that it takes its business seriously. You can also call the AERA, as it deals with machine shops from around the world and will steer you in the right direction to find a quality machine shop.

Engines

In 1966–1967, the 290-ci engine was developed for the Rambler Rogue. By 1967, the 343-ci V-8 had been released. This was the beginning of the very popular V-8 engine lineup. In 1968, the first design of the 390-ci engine was released. Although the engine blocks are considered the same in design, the 390-ci engine was labeled as being a new design. The 290-ci engine block later developed into the popular 304-ci engine. The 343-ci engine grew up to become the 360-ci engine.

Most AMC engine rebuilds begin right here. Underneath all of that dust and grime is a 390, which is the heart of this 1969 SC/Rambler. Nothing short of a full engine rebuild will suffice for this car. (Photo Courtesy Wes Eisenschenk)

In 1970, the second design of the 390 was released. This block had the same displacement as the 1968– 1969 engine but had major design changes. This engine is the rarest due to the fact it was only produced for one year.

All 1968–1970 390 engines had the chrome dress-up kit with the popular chrome valve covers. This was part of the AMX Package for all models of the Ambassador, AMX, Javelin, Rebel, and Hurst SC/Rambler.

All of the AMC V-8 engines have their displacement (in cubic inches) cast in the block on both sides just above the oil-pan rails. The bore and stroke stayed the same, but the cylinder deck height was taller, the connecting rod was longer, and the 7/16-inch head bolts were changed out for 1/2-inch head bolts.

In 1971, the SC/360 Hornet was released, and it was designed to be a performance vehicle that was a little more economical. It was also designed to be more friendly to the insurance companies. The Hornets were not looked at as a muscle car back in 1970. AMC only built 784 SC/360s from August 1970 through February 1971, which makes the SC/360 rarer than the SC/Rambler, the Rebel Machine, and even the total number of AMXs painted in the Big Bad colors in the prior two years.

In 1971, the release of the 401 became the last design change of the legendary V-8 engine lineup. Every once in a while, a customer will bring in an AMC 401 painted all red. This is how we can identify the International 401s. They were used in 1974–1975 when International had a shortage of its 392 engines. The AMC engine was used in the Scouts and mini school buses between 1972 and 1980.

Group 19

AMC’s history wouldn’t be complete without talking about the Group 19 performance parts. These parts have become known to AMC owners as Group 19 parts. This term is used simply because of the way that AMC organized its parts books. Group 1 was engine parts, Group 2 was cooling, Group 3 was electrical, etc. Group 19 was the section devoted to high-performance equipment.

Carl Chakmakian, AMC’s performance director, contributed to the Group 19 parts design. Group 19 was not limited to engine performance parts and included rear adjustable spoiler wings, a front fiberglass spoiler, etc.

According to AMC dealers, the Group 19 parts were available up until about 1974. Group 19 performance parts were considered to be expensive back then, but it was nothing compared to what these items cost today.

CHAPTER 1

DESIGN YOUR BUILD

One of the first things to think about when designing your engine build is to determine how the vehicle will be used. A popular choice is a numbers-matching restoration using as close to stock parts as possible. Another option is a mild performance build for the street. Other choices that we have seen customers select range from a full drag-race engine to a road-race engine with boosted applications (nitrous oxide, supercharging, turbocharging). Recently, a popular request is an engine that would be good for the Hot Rod Power Tours.

Build Options

If you are like most gearheads, you have been thinking about this for a few years and want to get started. Let’s talk about a stock restoration first.

Mild Build

Even when doing a numbers-matching restoration, we have been asked if we can improve the engine’s performance. Most of the time, a larger camshaft can be installed and internal modifications can be made to increase horsepower. These small modifications are internal and are blind to the judges.

Even with a mild build, we recommend some oil modifications. This is discussed in the later chapters. If you plan a mild build, you will reuse the cylinder heads, engine block, valve covers, etc. Some people go to the extreme of sending items, such as the water pump, out to be rebuilt so that they can keep the original numbers on the engine. The nice aspect regarding this type of build is that the cost is lower because all of the performance parts aren’t necessary to purchase.

A Step Above Mild

Another option is to build a mild performance engine for the street or maybe some days at the local dragstrip. This kind of build can get out of hand very quickly with really no limits except your bank account. This is my favorite kind of build because you can spend hours looking at different intake manifolds, aftermarket cylinder heads, camshaft options, pistons, carburetors, and now many different fuel-injection units.

Here are some things to consider when designing your engine. It is kind of like the trickle-down effect: the more horsepower you make, the more it affects the complete drivetrain. Most of the drivetrain components are good for about 400 to 450 hp and less without any major updating. As the horsepower increases, internal items must be upgraded as well. Keep in mind the octane level of fuel that will be used. If you are looking to run pump gas (90 to 93 octane), this is important for the correct compression ratio.

One of the first updates should be to replace the connecting-rod bolts with ARP bolts. The connecting rods and crankshaft on AMC engines are probably some of the strongest stock items that AMC ever built. Other replacements include using aftermarket bolts or studs in the main caps or even aftermarket main caps with four bolts.

The engine builder will have two main questions: 1) What is your target horsepower? and 2) What’s your budget?

High-Performance Build

Most race car engine builds fall into the same category no matter the type of racing. For building an all-out drag-racing engine, options include using an aluminum engine block or the stock cast-iron block. Cylinder heads have options from highly modified cast-iron cylinder heads (such as that of a National Hot Rod Association [NHRA] stock application) to the aluminum heads offered by Edelbrock and Indy Cylinder Head. Road-racing and boosted applications have all of the same performance parts from which to choose. Most importantly, you will need to select the right combination of these parts for your application.

Build Budgeting

Classify your build based on the aforementioned build types. Let’s say that your build of choice is a restoration with a step-up camshaft. Start with a notebook to list all of the items that are needed. We have done many AMC rebuilds, so I can get a customer real close on the engine build.

You can call your local machine shop and get a rough quote for machine work. However, most machine shops say that it is hard to quote machine work over the phone without physically seeing the block. Without seeing the engine in person, a machine shop cannot assess whether the crankshaft needs to be ground or just polished, and there is a pretty big price difference between the two.

This is the donor engine. It has been sitting around for a long time. The first step is to make sure that it has a rebuildable core.

During disassembly, pay attention to how everything looks. This can help determine how much machine work will be needed. For example, crankshaft bearings can indicate a lot about an engine. If any bearings are spun or welded to the crankshaft, the cost of the machine work will increase.

Hopefully your engine was running but was just tired and in need of a rebuild. On the other hand, if it just sat around and digested water in the cylinders for years, your machine shop costs will increase.

Parts Purchasing

After getting the quote back from the machine shop, enter this information into your notebook. Now you can start looking up parts for the engine build. I believe in supporting your machine shop when purchasing parts. Most machine shops have become competitive with mail-order companies. However, even if you are paying a little more for the parts, remember that you are paying for the machine shop’s knowledge. Also, when you need help with your project, the machine shop is there for you.

Machine Shop Help

After disassembly, let those working at the machine shop know what kind of build you want and bring the following items to the machine shop:

Engine block with main caps

Crankshaft

Connecting rods

Cylinder heads

Make sure that the machine shop does the following:

Hot tank the engine block

Magnaflux the block and check the bores

Clean and check the crankshaft

Clean and check the connecting rods

Disassemble the cylinder heads and magnaflux and estimate

With the machine shop’s quote and the parts list, you are close to knowing the approximate cost. Keep in mind that rebuilding an AMC is not like a small-block Chevy. Many parts are not off-the-shelf items. If you want something other than a stock cast piston, most pistons are custom made.

As you complete your price sheet, don’t forget the external items, such as a distributor, water pump, carburetor, spark plugs, break-in oil, belts, and hoses. We always tell customers that the little items to finish an engine can easily add up to more than $1,000.

Cutting Corners

What if your quote is a few thousand dollars over your budget? There are always places to save some money, but you should not cut corners on some items. For example, if you decide not to bore your block, you will not need to spend money on new pistons. However, is it worth going through all of this work to have an engine that smokes a little?

Maybe a friend has a glass-bead machine, and you can take some of the tinwork to the car wash, degrease it, and glass bead it yourself. This is a better option than cutting corners on machine work. For example, we just finished a complete stock AMC 390 build from intake to oil pan, including running the engine with camshaft break-in for $7,400.

This process is similar for other types of engine builds. Aftermarket parts will change and add to the overall budget. Many various performance options are available. The more horsepower that is made, the more it will affect your overall budget. It is important for the machine shop to know and understand your project so that it can recommend the correct parts.

When to Splurge

An item that is very high on the list that affects the overall budget is upgrading to a hydraulic-roller camshaft. I recommend this option even if a customer has to wait a few extra weeks to pay for it. Another expensive item on which to splurge is aluminum cylinder heads.

These two items can add $4,000 to a build once all the options are added together.

Identifying Your AMC V-8 Engine

Notice the displacement (in cubic inches) markings in the casting? Our donor block is easily recognized as 401 engine with these markings on the side of the block.

The V-8 engines began with the 290 2V code H and the 290 4V code N. The engine code is the seventh digit of the vehicle identification number (VIN). This only applies if the engine is original to the vehicle. On most AMC vehicles, the VIN is located on the driver-side front door panel, or on the upper-left corner of the dash.

On all V-8 engine blocks, the displacement (in cubic inches) is cast into both sides of the engine block just above the oil pan. These numbers are raised and big and bold. There are only a few cases where the numbers are not on the side of the blocks; these unnumbered blocks were most often used in NASCAR, some crate engines, and drag-racing packages.

When a customer had a major engine failure and the dealership deemed that a new engine was needed, the dealerships had what we now call crate engines sitting on the shelf. Since the engines were so much alike but had different displacement, the crate engines did not have numbers on them. The replacement engine could have been a 343, 360, 390, or 401.

Engines that were exported were reported to not have any numbers on them. There also was a number of blocks produced without casting numbers in 1970–1971. Some call them the Traco, Machine, or Donohue blocks, and they are usually set up for a four-bolt main. So, that’s where the rumor came from that the racing organizations could not determine the engine’s displacement from the outside.

Valve Cover Tag

On nearly all AMC V-8s through the 1970s, there was a small, thin, metal tag attached with a Phillips screw on the passenger-side valve cover facing toward the front of the engine. The engine code and build date are listed there. These numbers do not reference which body was used. This makes it impossible to prove that the engine was originally installed in a particular vehicle.

The first digit on the tag represents the year that the engine was built. (Note that if the car was a January or February build, it was possible for the engine tag to be one year prior.) The second and third digits represent the month in which the engine was built, and the fourth digit represents the engine code. The final digits represent the day of the month in which the engine was built.

Tags are often moved from engine to engine, and it is common practice for these tags to move around and even be restamped. The date listed should precede the car’s original build date by about a month.

The tag on this valve cover reads as follows: The first digit (1) represents the year 1968, the second and third digits (10) represent the month of October, the fourth digit (Z) corresponds with having a 343-ci engine, and the last two digits (12) are the day of the month. So, this 343-ci engine was built on October 12, 1968.

Over the years, we have also seen various letters on the tag that signify various oversizes. We once had a tag with an L on it. We asked numerous people if they knew what that meant, but no one knew.

Tag Breakdown

The first digit on the valve cover tag corresponds to the following build dates:

The second and third digits represent the following:

The fourth digit matches the seventh digit of the VIN code.

During the rebuild, we found one lifter hole that was 0.010-inch oversize and next to the lifter bore was an OS stamped on it. We could only assume that the lifter bore was cut oversize on the assembly line and repaired by just oversizing one lifter bore. To save the block, we measured the old lifters to find the 0.010-inch lifter. We disassembled the lifter and sent it to a company that regrinds lifters.

One year, we saw about a dozen of the C tags, and this was one of the toughest to deal with. For some of them, we took camshaft bearings and turned down the outside diameter; for others, we used to bore the camshaft tunnel out to the correct size. Here is a list of documented letters that were common to see stamped on the tags:

Planethoustonamx.com offers valve cover and carburetor tag restamps that are very similar to the OEM tags. The website has a huge listing of the history of the AMC brand. Engin e Casting Numbers

AMC Engines

The following table shows the AMC engines that were produced from 1966 to 1991. It provides all of the different bore and stroke combinations that were manufactured. Although six engines with various displacements (in cubic inches) were produced, they were similar in design. The overall design of the engine block and cylinder heads stayed the same. The only variances were the size of bores, valves, and main bearing housing bores. They all used hydraulic flat-tappet camshafts, and the 4-barrel carburetors were all Carter designs.

Build Types

By now, you have researched your engine and know which size of AMC engine you are rebuilding. For the most part, you have decided on the type of engine build. Most engine-build customers modify this as the build progresses.

Stock Rebuild

A stock rebuild, also known as a numbers-matching rebuild, is the easiest option. It is common for customers who own rare AMC cars to restore them to their factory-stock appearance. It might be a factory race car that is being restored right down to the decals from years ago. This type of restoration requires every nut and bolt to be reused. The factory bolts have a distinctive look and must be retained for that reason.

The external parts that will be reused (or sourced) are the intake manifold, carburetor, exhaust manifolds, distributor, and all other stock items on the exterior of the engine. If an original exhaust manifold is damaged, search swap meets and the internet to find a numbers-matching manifold. For some car enthusiasts, the challenge of coming up with all the numbers-matching parts is what drives them to restore a car.

To this day, all of the mechanical items needed to rebuild an engine can still be purchased. Pistons, valves, camshafts, lifters, and