List of AMC engines

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The American Motors Corporation used V8 straight-6 and straight-4 engines in a number of AMC and Jeep vehicles from 1964 through 2006. Some engines were of AMC design or inherited from its constituents. Others were bought from, or had their design bought from other manufacturers.

Contents

[edit] Four Cylinder Engines

AMC used several four cylinder designs.

[edit] Air-Cooled 108

This was an AMC designed air-cooled V-4 engine that was used in AMC's lightweight, aluminium-bodied M422 'Mighty Mite' military vehicle, built from January 1960 to January 1963 as an air transportable (mainly helicopters of the time) Jeep for the U.S. Marine Corps. [1]

  • Bore & Stroke: 3 1/4 inch x 3 1/4 inch
  • Compression: 7.5:1
  • Horsepower: 52 bhp @ 3,600 rpm
  • Torque: 90 lbs-ft @ 2,500 rpm

[edit] Audi/VW 121

The 121 was an advanced design overhead camshaft four cylinder engine bought from Audi/Volkswagen 1977 through 1979. Though a small engine, its advanced design created reasonable power for its size and due to being an OHC engine, it had a high redline. This engine was also used in the Audi 100, Volkswagen LT van, and Porsche 924. The engine was built to AMC specs, which are different from Audi/VW/Porshe specs. AMC used a carburetor and standard points ignition as well as slightly larger clearances.

The original deal was for AMC to buy the design, eventually moving manufacturing to the US. AMC bought a plant specifically to build the engine, but never sold enough to move complete manufacturing. The AMC engines were assembled in the US from major castings supplied by VW, hence the different assembly clearances. As part of the agreement, AMC was not to use the VW or Audi names when referring to the engine. Everyone familiar with the design knew they were virtually identical, and the automotive press commonly referred to them as Audi or VW engines. VW/Audi/Porsche U.S. spec engines produced 110 hp in mid 77, earlier models produced 95 hp.

  • Bore x Stroke 3.41" x 3.32"
  • Compression Ratio 8.1:1
  • Horsepower (net) 80@5,000
  • Torque (net) 105@2,800

It was used in the AMC Gremlin, AMC Spirit, and AMC Concord, but due to its high rpm nature, never in a Jeep.

It used the HR-1 4spd synchro transmission.

[edit] Pontiac 151

The 151 is commonly referred to as the "Iron Duke" and is a Pontiac design. Confusion arises because it has a Chevrolet (now corporate) transmission bolt pattern.

  • Bore x Stroke 4.00" x 3.00"
  • Compression Ratio 8.2:1
  • Horsepower (net) 82@4,000
  • Torque (net) 125@2,600

This GM engine was bought by AMC from 1979 through 1983, as the base option in the RWD Spirit and Concord, the AWD Eagle models, as well as in the economy versions of Jeep CJs.

[edit] AMC 150

Main article: AMC Straight-4 engine
2.5 L AMC Straight-4 in a 1992 Jeep YJ
2.5 L AMC Straight-4 in a 1992 Jeep YJ

The 2.5 L inline-4 was a shortened version of the 258 bored and de-stroked. The block is basically the same as the 258 with a larger bore and the two center cylinders removed. The head featured a new combustion chamber and port design that was later used on the 4.0L, which also has the same bore.

The AMC I4 appeared in 1984 with the new XJ Cherokee and was produced through 2002 for the Jeep Wrangler and Dodge Dakota pickup, which used the AMC/Jeep designed four since 1996.

This engine was used in the following vehicles:

[edit] Six Cylinder Engines

Main article: AMC Straight-6 engine

[edit] AMC 195.6

AMC started out using Nash and Hudson straight-6 engines. Those sixes were phased out after 1956 (1957 Nash and Hudson models were all V-8s), leaving the Rambler as the only six cylinder model.

This engine started life in 1941 in the Nash 600 with 172.6 in³ (2.8 L). It was an L-head (flat head) design. It grew to 184 in³ (3.0 L) by the early 50s to power the Nash Statesman. It eventually reached 195.6 in³ (3.2 L) as car size and power requirements/expectations grew. It was built for the longest period, and is most well known, in this size. The L-head version was manufactured through 1965, the last L-head engine used in a U.S. passenger car. It is sometimes referred to as the "196" engine, and is commonly confused with the later (but totally different) 199. All three sizes use the same block with 3.125" bore. Changes were made by increasing the stroke in 1/4" increments (3.75" for the 172.6, 4.00" for the 184, 4.25" for the 195.6).

AMC converted the L-head 195.6 to an overhead valve (OHV) configuration in 1956 for the new larger Rambler. The right side of the block casting above the cam was changed -- this was not a simple OHV conversion (the OHV head cannot be bolted to an L-head block). AMC engineers retained the most expensive components of the old engine. The crankshaft, rods (both forged parts), oil pump, timing set, and camshaft bearings and location are identical and parts freely interchange. The camshaft will even physically interchange, but the lobe profiles are very different for L-head and OHV engines. The water pump was also moved from the left side center of the block to the now common location of the front of the block. There was no L-head version for 1956 and 1957.

In 1958 AMC reintroduced the 100" wheelbase Rambler as the Rambler American. To power this "new" model (it was a slightly restyled 1955 Nash Rambler) they re-converted the 195.6 to an L-head configuration. The "new" engine retained the front water pump location of the OHV conversion, but was otherwise identical to the older L-head engines.

AMC introduced a die-cast aluminum block version of the OHV 195.6 in³ (3.2 L) engine in 1961. It was produced through 1964. This engine used cast iron cylinder liners and a cast iron head. It shared some components with the cast iron version such as crankshaft, rods, and timing set, but due to the nature of the casting process and differring expansion rates of aluminum and cast iron, many components are specific to the aluminum model (oil pump, cam, lifters, and some others).

The 195.6 OHV was produced through 1965. It was replaced in 1966 by the 199 (see below).

[edit] Kaiser 230

Main article: Jeep Tornado engine

While not an AMC design, this engine was used in civilian Jeep vehicles until 1965. It is often confused with the AMC/Jeep 232, which Kaiser Jeep purchased to replace it.

[edit] Buick 225

Main article: Buick V6 engine

The "Dauntless" V6 was introduced in the 1966 Kaiser CJ and as an option in the C101 Jeepster Commando. Kaiser bought the tooling from Buick to build the 225 during the short period prior to selling Jeep to AMC.

AMC retained the Buick engine briefly after it bought Jeep. It was retired in 1971, shortly after the 1970 acquisition. The tooling was then sold back to General Motors in 1974, and this engine continues to be used today.

The engine was an odd-fire V6, meaning that TDC for the cylinders was not evenly spaced around the engine but grouped in pairs. The engine was known at the time for its power and reliability. It would idle slowly, but not as smooth as other engines, especially the inline sixes.

This engine was used in the following vehicles:

[edit] The Modern Era I-6

The company designed an entirely new six cylinder for 1964, and this version was in constant production by AMC and Chrysler through 2006.

First produced in 1964 and introduced as an option in the Classic and Ambassador in the middle of the 1964 model year, the 232 in³ (3.8 L) "Typhoon" inline-6 was AMC's first modern 6-cylinder engine. It replaced the Nash 196 in³ (3.2 L) OHV I-6 in the Classic and Ambassador in 1965 (the first use of a six in the Ambassador since 1956). In 1966 a 199 in³ (3.3 L) version finally replaced the aging 196 in³ (3.2 L) OHV and L-head engines. To commemorate the engine's May 1964 introduction, 2,520 "Typhoon" cars were made on the Classic hardtop body. Each featured the new 232 six, Solar Yellow body paint, a Classic Black roof, and a distinctive "Typhoon" script in place of the usual "Classic" name. All other AMC options (except engine options) were available.

Both the 199 and 232 featured the same bore, differing in stroke.. The 199 was discontinued in 1970; the 232 was offered until 1978. The 199 and 232 were short deck engines, while the 258 was a tall deck to provide for the longer stroke.

AMC and Chrysler retained the I-6 for many years due to its smoothness of operation and its low-end torque which is desirable both in Jeeps and in street-driven cars. It was also a very reliable engine design, and few changes in its lifetime were related to component reliability problems.

Interchangeability within the late AMC/Jeep engine family is superb. The better flowing 4.0 L heads can easily be modified to fit earlier engines right along with the fuel injection system. The longer stroke 258 crankshaft and rods will drop right in the slightly larger bore 4.0 L block, easily creating an even higher torque 4.5 L engine with the stock bore (4.6 L bored 0.030" over, and 4.7 L with a 0.060" overbore). Blocks should be sonic checked for adequate cylinder wall thickness before boring 0.060" over.

[edit] 199

The 199 in³ (3.3 L) 199 was produced from 1964 through 1970.

This engine was used in the following vehicles::

[edit] 232

The 232 in³ (3.8 L) 232 was produced from 1964 through 1979.

This engine was used in the following vehicles::

[edit] 258

The 258 in³ (4.2 L) inline-6 was produced from 1971 until 1990. It featured an undersquare 3.75 in (95 mm) bore and 3.90 in (99 mm) stroke and a higher deck. Later 258 models (starting with the 1980 model year for California AMCs, 1981 for California Jeeps and 1982 for all other applications) are equipped with AMC's CEC system.

This engine was used in the following vehicles::

[edit] 4.0

The 4.0 L (3956 cc) straight-6 was an evolution of the 258 and 150 and appeared in 1987. It had the same 3.88 (98.4 mm) bore as the 150 with a longer 3.41 in (86.7 mm) stroke. The 4.0 has been discontinued at the end of the 2006 model year as the Jeep Wrangler will instead get Chrysler's 3.8 L OHV V6. This is at the same time other manufacturers are introducing new I-6 engines.

The first 4.0 engines in 1987 had RENIX (Renault/Bendix) engine control systems, which were quite advanced for their time, but are now handicapped because there are very few scan tools which can be "plugged in" to a RENIX system for diagnosis. The Renix also used a very advanced engine knocking sensor that allowed the computer to make the appropriate changes to prevent predetonation in each cylinder.

In 1991 Chrysler Corporation, then the owners of the Jeep brand, redesigned the engine control computer and the intake ports; the camshaft profile was also changed. The result was an engine that made 190 hp (142 kW) and 225 ft·lbf (305 N·m) of torque.

Small changes were made to the cylinder head for the 1995 model year. In 1996, the engine block was updated, it made use of more webbing cast into the block, and a stud girdle for added rigidity of the crankshaft main bearings.

The cylinder head was again changed in 1998 to a lower flowing, but more emissions friendly, design.

This engine was used in the following vehicles::

[edit] V8 Engines

Main article: AMC V8 engine

AMC went through three generations of its V8 Block, though the most famous are its third generation blocks used in muscle cars. Generally, AMC V8s are considered "Small Block" due to exterior size and their maximum displacement. This usually refers to the later engines.

[edit] GEN-1 Nash/Hudson/Rambler V-8s (1956-1966)

See also Gen-1 V8

The three displacements share the same cast nodular iron block and heads, 3.25" stroke forged steel crankshaft and 6" forged steel connecting rods. The 250 has a 3.50" bore, 287 3.75", and the 327 a 4.0" bore. Bore size is cast on the top of the block near the back of the right bank cylinder head.

[edit] 250

AMC's first V-8, the 250, was used in American Motors Corporation automobiles from 1956 through 1961. As the name implies, it had 250 in³ (4.1 L) of displacement and was a modern (for the time) OHV/pushrod engine design and made its debut in the Nash Ambassador and Hudson Hornet "Specials" of 1956. These cars had the top of the line model trim, but were built on the shorter wheelbase (Statesman and Wasp) models (hence the "Special" name). The 250 utilizes a solid lifter valvetrain and came in two and four barrel carburetor varieties (4V only in Nash/Hudson "Specials").

All 1958-60 V-8 Ramblers were called "Rebel" (not to be confused with the 1957 Special Edition Rebel). In 1961 The Rambler Six was renamed the Rambler Classic to avoid model confusion in the Rambler line-up. A V-8 then became an option in the Classic instead of a separate model.

[edit] 287

In mid model year 1963, AMC introduced a 287 in³ (4.7 L) V8. When the 250 was dropped in 1961, there was no V-8 option for Rambler models other than the top of the line Ambassador. Dealers complained, so the 287 was introduced as an option for the "mid size" Rambler. Like the 327, it used hydraulic valve lifters. Only 2V models were produced, there were no 4V options from the factory as this was the economy model V-8. The 287 was produced through 1966.

[edit] 327

The AMC 327 was similar to the 287, but displaced 327 in³ (5.4 L) due to the bore increase to 4.0". Unlike the 250, the 327 came with hydraulic valve lifters.

This engine debuted in a special edition Rambler Rebel of which only 1500 were made. All had silver paint with a gold annodized "spear" down each side. This was to be the first electronic fuel injected production engine, but teething problems with the Bendix "Electrojector" unit meant that only a few engineering and press cars were built, estimated to be no more than six units, but at least two were known to have been built. The EFI 327 was rated at 288 hp, the production 4V carbureted model at 255 hp.

The 327 was not available in any other Rambler models in 1957. The Ambassador and Hornet "Special" cars were dropped after 1956, replaced by standard wheelbase models with the 327 instead of 250 V-8. When the big Nash and Hudson cars were dropped they were replaced by the 1958 "Ambassador by Rambler" — a stretched Rebel (Rambler V-8) with the 327 V-8 instead of the 250. The 327 was exclusive to the Ambassador line, and couldn't be ordered in a Rebel or Classic. The 327 was also sold to Kaiser Motors from 1965 to 1967 for use in the early Wagoneers and the Gladiator pick-ups. Kaiser switched to Buick 350s in 1967 in these models up to 1970 when AMC acquired the Jeep Division of Kaiser.

[edit] GEN-2 AMC Short-Deck V-8 (1966–1970)

See also Gen-2 V8

The new-generation AMC V8 was first introduced in 1966. It is sometimes referred to as the "GEN-2" AMC V-8. All three engine sizes (290, 343, and 390) share the same basic block design — the different displacements are achieved through various bore and stroke combinations. All blocks share the same external measurements.

The AMC V8 was not contracted out, however they did share some electrical parts with Fords, and some models used Motorcraft (Ford supplier) carburetors. Bore center measurement was kept the same as the GEN-1 AMC V-8 so that boring equipment could be reused. Otherwise, this engine is vastly different from the GEN-1 model.

The GEN-1 engine is physically the size of a big-block Ford or GM engine, and is sometimes called a "big-block". The GEN-2 is closer to the physical size of US made small-block V-8s except for the bore centers, which are the same as some big-block engines. There are no shared parts between the AMC GEN-1 and GEN-2/3 engines.

These engine blocks were unchanged through 1969.

The head used during this time are the so-called rectangle port, named after their exhaust port shape. The 290 heads use smaller valves, 1.787 in (45.4 mm) intake and 1.406 in (35.7 mm) exhaust, in order to prevent problems with the small bore. The 343 and AMX 390 used the same larger valve heads, 2.025 in (51.4 mm) intake and 1.625 in (41.3 mm) exhaust.

[edit] 290

The GEN-2 AMC V-8 was first introduced at 290 in³ (4.8 L) in 1966.

The base 290 in³ (4.8 L) 290 produced 200 to 225 hp (149 to 168 kW) with a 2V and 4V carburetor, respectively. It was built from 1966 through 1969. It has a 3.75 in. bore (95.25 mm) and 3.28 in. (83.31 mm) stroke.

[edit] 343

The 343 in³ (5.6 L) came out in 1967.

The 343 in³ (5.6 L/5622 cc) 343 has a 4.08 in. (103.6 mm) bore and 3.28 in. (83.31 mm) stroke. The basic 343/2V produced 235 hp (175 kW) and was built from 1967 through 1969. Output for the optional 4V carburetor version was 280 hp (209 kW) and 365 ft·lbff (495 N·m) gross. This version had a 10.2:1 compression ratio.

[edit] AMX 390

The AMX 390 in³ (6.4 L) arrived in 1968.

In addition to the largest bore and stroke, the 390 in³ (6.4 L) AMX 390 motor also got heavier main bearing support webbing and a forged steel crankshaft and connecting rods. Forged cranks and rods were used for known strength — there was inadequate time for testing cast parts for durability without slipping AMCs desired introduction schedule. Once forging dies were made it wasn't cost effective to test cast parts due to the relatively low number of engines produced.

The big AMC engines were known for durability in cranks and rods when used for performance.

The GEN-2 AMX 390 produced 315 hp (235 kW) and was built in 1968 and 1969. Bore is 4.165 in. (105.791 mm) and stroke is 3.68 in. (93.47 mm). Maximum factory recommended overbore is only 0.020", though they are commonly bored 0.030".

[edit] GEN-3 AMC Tall-deck (1970-1991)

See also Gen-3 V8

In 1970, all three blocks grew in deck height and gained a new head design. These changes made this the third generation of AMC V-8.

The stroke and deck height on the 290 and 343 was increased by 0.16" (~5/32"), becoming the 304 and 360, respectively. The AMX 390 remained at the same displacement by using a special rod and piston for one year only in 1970. In 1971 the 390 was stroked by 0.16" to become the 401.

The other change in 1970 was the switch to the dog-leg heads. These heads flow ~20% better on the exhaust side than the 66-69 rectangle port heads. The center two intake bolts on each head were relocated to prevent accidental mix-ups of GEN-2 and GEN-3 intakes. The intakes can be interchanged by slotting the bolt holes, but the added deck height of the GEN-3 engine means that sealing and port match will be compromised.

[edit] 304

The 304 in³ (5.0 L) produced 210 hp (157 kW) in 1970-71 and was built starting in 1970. Later models produced less power from the factory, going down yearly. 1972-78 models were rated at 150 hp. It was rated at 130 hp in 1979, the last year it were installed in passenger cars, and 125 hp in 1980-81, the last years it was used in Jeep vehicles.

[edit] 360

The AMC 360 in³ (5.9 L) 360 2-barrel produced 235 to 245 hp (175 to 183 kW) in 1970 to early 71 while the 4-barrel produced 285 to 295 hp, 175 to 220 hp from mid 71-75, 140-180 hp in 1976, 129 hp in 1977, and 140 hp from 1978-91. It was the last AMC V-8 to be manufactured. It was used exclusively in Jeep J-series Trucks 1970-1987, Jeep Wagoneer models from 1972-84, Cherokee from 1974 to 1983, and Grand Wagoneer from 84 to 91.

[edit] 390

The AMC 390 in³ (6.4 L) 390 produced 315 hp (242 kW) in all except the Rebel Machine, which produced 340 hp (254 kW) due to a different intake. Production only lasted one year before it was stroked to become the 401. Like its GEN-2 cousin, the maximum factory recommended overbore is only 0.020", though they are commonly bored 0.030".

[edit] 401

The 401 in³ (6.6 L) 401 produced 330 hp (246 kW) gross in 1971 and 255 hp (190 kW) net 1972-75. In 1976 it was rated at 315 hp. It was last produced in 1979. It was used exclusively in full size Jeeps 1977-79. Like the 390, the 401's crankshaft and connecting rods are forged steel. Like the 390, factory recommended overbore is only 0.020", commonly bored to 0.030".

[edit] "Service Replacement" Multi-Displacement Block

There was also a "Service Replacement" block made as a modified GEN-3 design. This is a 401 casting (same casting number) without the displacement cast into the side and with a 360 bore and thicker deck. In theory this single block could be built as any 343-401 GEN-2 or GEN-3 engine. A dealer could stock one or two blocks to use for warranty replacement.

[edit] See also

[edit] References and notes

  1. ^ 4WD Mighty Mite page. Retreived November 22, 2006.


American Motors Corporation
1954-1987

Historic:
Rambler: Ambassador by Rambler | American | Classic | Marlin | Rambler Six | Rambler Rebel
AMC: Ambassador | AMX | Concord | Eagle | Gremlin | Hornet | Javelin | Marlin | Matador | Mighty Mite | Metropolitan | Pacer | Rebel | Spirit
Renault: LeCar | Alliance | Encore | Fuego | Medallion | Premier
AMC & Rambler Concept Cars: Rambler Tarpon | AMC Cavalier | AMC AMX-GT | Amitron | Electron
Affiliated with: American Motors Corporation | AM General | Chrysler | Hudson | Jeep | Kelvinator | Nash Motors | Nash-Kelvinator | Rambler | Renault | Australian Motor Industries | Vehiculos Automotores Mexicanos
People Roy Abernethy | A.E. Barit | Roy D. Chapin Jr. | George W. Romney | Richard A. Teague | George W. Mason | Gerald C. Meyers | Edmund E. Anderson | François Castaing | Robert B. Evans | Richard E. Cross
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