1967 Rambler American AMC Short-Block Buildup

This car was fast but not fast enough. While the 360 was out, we welded up the firewall and added a new coat of Barbados Blue to the engine compartment. We also redid some ugly wiring and brake lines.

This car was fast but not fast enough. While the 360 was out, we welded up the firewall an

There is a special sort of satisfaction that comes from showing a set of AMC taillights to the guy in the other lane. We've enjoyed that sensation as we've pulled the handle on the One-Two shift in front of a couple of slack-jawed M3 owners and watched them fade in the rearview. We did it using the Car Craft-tweaked '67 Rambler American built with all AMC parts. The car is distinct enough to get attention and familiar enough to prevent resentment, even if it did just hand you a loss. Chevy guys think it's a Nova, Ford guys think it's a Falcon, and Mopar guys know it as a distant cousin. Import guys don't know what's going on.

Using a base 360 we hauled from a junkyard and rebuilt at JMS Racing Engines in El Monte, California, the American has run 11.50s in the quarter-mile, cruised to Vegas and San Diego, and wailed on any foreign or exotic car that cares to pick a fight. The original JMS Racing combo made 465 hp with off-the-shelf parts to prove that anyone with a torque wrench could repeat the effort. We've also been hoarding a set of Indy cylinder heads for close to four years with a thickheaded plan to build a 600hp pump gas destroyer. But first we had to find a transmission that would handle the load, build a rearend that wouldn't crack like a peanut, and assemble all the little parts that make a good AMC tick.

Cam Specs
Lunati custom grind: 17-UF37-UF35-110 +4
Duration: 291/301 advertised; 263/268 at 0.050
Lift: 0.608/0.630 with a 1.6:1 rocker
Springs: No. 73124, 136 pounds at 1.880, 1.500 OD
Lifter: AMC solid lifter PN 70998
General spring info: installed height 1.850, pocket 1.550

Head Specs
18-degree Indy heads
235cc intake/105 exhaust
2.100/1.650 valves
53cc chamber
We tested the Indy heads on Westech's flow bench with a 4.030 plate and an exhaust pipe at 28 inches of mercury.

VALVE LIFT	INTAKE	EXHAUST
0.100	63	26
0.200	132	108
0.300	190	144
0.400	230	179
0.500	244	193
0.600	256	203
0.700	262	209

This is the 401 block we scored for the build. The primary differences between the 401 and the 360 are the bore sizes and factory-forged internals. Stock 360 blocks have 4.08-inch bores with cast 3.44-inch stroke cranks, and the 401s have 4.165 bores with forged 368-inch stroke cranks and thicker main webbing. Note the ubiquitous AMC oil mod that takes oil pressure from the main gallery and feeds it into the No. 4 and 5 main bearings. We've found from firsthand experience that this is only necessary if you plan to run the engine to 6,000 rpm all the time. If you have a stock Gremlin, focus on the oil pump cover and timing chain. They are bigger problems.
This is the 401 block we scored for the build. The primary differences between the 401 and
The photo on the top is the stock rod journal.
The photo on the bottom is the journal after it was turned. One limit to this sort of operation is the oil feed port. As you take material off the crank, the oil gallery holes get farther apart. If you grind far enough, the rod bearing won't get enough oil.
The photo on the bottom is the journal after it was turned. One limit to this sort of oper

We've worked with short pistons before. The custom JE piston has a 1.213-inch compression height.
We've worked with short pistons before. The custom JE piston has a 1.213-inch compression
The 6-inch Chevy rod from Eagle with the 1.88-inch Honda rod journal size is the latest trick in super strokers. In addition to the additional arm, the bearing speed is reduced, therefore minimizing friction and heat. At least that is the theory. These rods needed to be cut in a lathe to set the side clearance.
The 6-inch Chevy rod from Eagle with the 1.88-inch Honda rod journal size is the latest tr
If you are a) broke or b) building an AMC or any other make that has no inexpensive aftermarket stroker crankshafts available, try the rod stroke trick. For about $250, a good machine shop can give you any rod journal size you'd like. Offset-grinding the journal adds stroke. The 401 rod journal was turned from 2.248 to 1.880, making the final stroke 3.934. Add that to the 4.210 bore and you get 438 inches.
If you are a) broke or b) building an AMC or any other make that has no inexpensive afterm