You gotta start somewhere. This 401 started life in a Jeep. The short-block was in good sh
Welcome to the latest AMC engine rodeo. In past years, we’ve showed you tunnel-rams and nitroused small-blocks, so the next logical step was to stuff a blower on the venerable American motor. Old-school provenance has always been to default to the classic 6-71 supercharger projecting carburetors up through the hood. But in the 21st century, you can get much more out of a small centrifugal that you might be able to keep buttoned up under a bulging hood. The distinctive supercharger whine is still a bit difficult to disguise, but with a near 800 hp on tap, maybe it isn’t really important if the rest of the world knows you’ve got power under the hood! Our pals at The Supercharger Store got a call from customer Glen Helmes, who wanted to build a centrifugally urged 401 AMC. The Supercharger Store’s Bob Woods enlisted the help of Larry Peto at Larry’s Engine & Marine to build the engine and then adapt a ProCharger D1-SC supercharger to the front of the 401. With that, we had the makings of a serious street engine. Of course, power plotting always entails trying to squeeze the most from any combination, so it didn’t take long for the guys at the Supercharger Store to suggest testing E85 along with pump gas and water injection. From previous testing, we knew that E85’s added octane and cooling abilities would probably be worth some additional power. Early on in the planning stages, the jungle drums clued us in on this esoteric effort, and we arrived at Larry’s Tucson, Arizona, shop just in time to catch the engine breathing hard on the dyno and spinning up some astonishing numbers.
Our 401 was treated to a 0.030-inch overbore, using a set of 4.195-inch Diamond forged pis
While no supercharged AMC buildup can truthfully be called a budget effort, the plan was still to avoid breaking the bank on the way to horsepower-hero status. So Larry’s decided to retain the stock crank and rods as well as the original iron 401 heads. The rotating assembly wasn’t difficult to prepare with the addition of a set of ARP rod bolts and careful machining of the crank. The top-end part of the plan was a different story, eventually requiring three sets of iron heads to find two heads that weren’t cracked. With experience and hindsight as our guide, a future venture into AMC engine building would be far better executed by spending the money for a set of Edelbrock aluminum heads. The new aluminum castings would have been both more durable and lighter than the original iron stuff. They might also have been ultimately less expensive, as Peto had to spend considerable effort porting the exhaust side to make these production heads work. Let Larry’s experience be your guide.
Left: With a nod to the all-important budget, we chose a flat-tappet hydraulic Comp cam an
Clouds of black cast-iron dust aside, the buildup of the 401 followed a fairly predictable path to power. Extra effort is required on the lubrication system, as AMC engines are known for being vulnerable to distributor-gear failure and are possibly weak in delivering sufficient oil to the rear mains. Larry dealt with all these issues, which clearly contributed to the engine surviving the rigors of near-800hp, supercharged runs. Looking back, it would probably have been a good idea to add a set of aftermarket connecting rods, too. Follow along as we detail both the buildup and the dyno test of the American way to horsepower happiness.
||Duration at 0.050
Diamond custom-made a set of 4.195-inch dished pistons that were fitted with Total Seal’s
Larry’s did all the machine work, including align-honing the block after fitting the two-b
Larry’s also dumped the stock 401 valves in favor of a set of SI stainless-steel 2.083 int
As you can see, the majority of the porting effort was reserved for the exhaust side. This
AMC engines are well known for troublesome lubrication issues, so Peto added this -8 AN oi
Once the stock iron castings were ported, Larry’s added the valves and new Comp springs, r
It’s amazing what a little bit of boost does for a 40-year-old motor when you seal it up nice and tight. Larry’s didn’t baseline this engine normally aspirated, but we can assume that this engine could easily make at a minimum of 1 hp per cubic inch, which would put the power at around 400 to 420 hp. With that as a base, looking at the pump-gas test, the blower package was worth a solid 330 hp, which is just shy of a 80 percent power increase. That’s fantastic power considering the limitations of pump gas. The water injection certainly helps, especially with the near-12 psi of boost. The accepted rule is that beyond 8 psi of boost, most engines really need an intercooler.
The supercharger is a ProCharger D1-SC and is the major ingredient in the Supercharger Sto
After bolting on the Edelbrock Torker intake and the rest of the engine’s top-end componen
The Supercharger Store worked with Competition Carburetion to develop these interesting ri
One other way to gain both reduced outlet temperatures and added octane is with that magic alcohol E85 fuel. To ensure the correct 85 percent blend of alcohol with a safe octane rating, we poured in a few gallons of Rockett Racing brand race E85 rated at 112 octane. With no changes to ignition timing or blower pulleys, the discharge temperature dropped at the lower boost levels from 117 degrees F to 92 degrees, but at peak rpm, the differential had shrunk to roughly 10 degrees. Nevertheless, peak power increased by 40 hp.
As a final test, we used a Total Seal leakdown tester on three cylinders, and all three re
According to Peto, this is not unusual, as he’s seen greater increases—and this is E85 against an engine with water injection. The pump-gasoline discharge temperatures would have been much higher without the water injection. We were shocked by the 791 hp peak number at a mere 6,000 rpm. That’s damn strong for any street engine—especially considering the simplicity of adding the supercharger to the engine. Big power with a simple bolt-on is the ultimate in instant-power gratification.
*Test 1 was the engine with max boost of 13.9 psi and pump gas with a 50/50 mix of water and methanol.
*Test 2 was with E85 and no other changes. Max boost was 13.3 psi.
|Diamond 4.195 piston
|Total Seal rings
|Total Seal cylinder wall and assm. lube
|Comp hydraulic lifters
|Comp valve locks
|Comp guide plates
|Comp aluminum rocker arms
|Comp rocker studs
|Comp roller timing set
|Comp Break-in, 10w30 (12 quarts)
|Edelbrock Torker intake
|Larry’s Stage II porting
|MSD plug wires
|Canton oil pan
|Edelbrock valve covers
|Rockett Racing E85 fuel
Accessible Technologies, Inc. (ProCharger); Lenexa, KS; 913/338-2886; ProCharger.com
Comp Cams; Memphis, TN; 800/999-0853; CompCams.com
Competition Carburetion, LLC; Sun Valley, NV; 775/331-5609; CompetitionCarburetion.com
Diamond Racing; Clinton Township, MI; 596/792-6620; DiamondRacing.net
Edelbrock; Torrance, CA; 310/781-2222; Edelbrock.com
Larry’s Engine & Marine; Tucson, AZ; 520/623-5373; LarrysEngine.com
MSD Performance; El Paso, TX; 915/855-7123; MSDIgnition.com
Rockett Brand Racing Fuel; Yorba Linda, CA; 714/694-1286; RockettBrand.com
The Supercharger Store; Huachuca City, AZ; 520/456-9706; TheSuperchargerStore.com
Total Seal Piston Rings; Phoenix, AZ; 623/587-7400; TotalSeal.com