Buxton's Fab & Dab

07/09/2026

07/09/2026

American Motors couldn't afford to do things the way Ford and GM did. They couldn't afford separate small-block and big-block engine families. They couldn't afford different tooling for different displacements. They couldn't afford to throw away their existing manufacturing equipment every time they needed a new engine. So they designed one V8 that did everything. And it worked for 25 years.

The Gen 2 AMC V8 debuted at mid-year 1966 in the compact Rambler Rogue. 290 cubic inches. Bore: 3.75 inches. Stroke: 3.28 inches. Thin-wall cast iron block using the same 4.75-inch bore centers as AMC's original 1956 Rambler V8, which meant the new engine could be produced on the same boring equipment. That single decision saved AMC millions. The distributor and oil pump moved from the back of the camshaft to the front, housed in an aluminum casting that also carried the water pump. The entire engine weighed 540 pounds, lighter than a Chrysler 273 and nearly identical to a Ford 289.

Only 623 cars received the 290 V8 in 1966. All Rambler Rogues. A promising start. In 1967, the 343 CID version appeared: same block, bored to 4.08 inches, same 3.28-inch stroke. 235 HP with a two-barrel, 280 HP with a four-barrel. And in mid-1968, the 390 CID arrived: 4.165-inch bore, 3.574-inch stroke. Still the same block external dimensions. AMC had stretched 290 cubic inches to 390 using nothing but bore and stroke changes on the same architecture. The 390 received heavier main bearing webbing and a forged crankshaft and forged connecting rods because AMC didn't have time to durability-test cast parts before the introduction deadline.

The 390 went into the AMX and Javelin, and suddenly AMC had muscle cars. The 1970 Rebel Machine, painted red, white, and blue, made 340 HP and 430 lb-ft from the 390. AMC's performance division was real.

For 1970, AMC grew the engines again. The 290 became the 304 (stroke increased to 3.44 inches). The 343 became the 360 (same stroke increase). The deck height grew from 9.165 to 9.208 inches. New cylinder heads with "dogleg" exhaust ports replaced the old rectangular ports, flowing 20 percent better on the exhaust side. These are the Gen 3 engines: 304, 360, and 401. In 1971, the 390 was stroked to become the 401. From 290 to 401 cubic inches. Same bore centers. Same block footprint. Same bellhousing pattern. Same intake manifold bolt pattern across all three generations.

The 401 was the big hitter. 330 HP gross in 1971. Forged crank and rods, like the 390. It went into the Javelin AMX, the Matador, the Ambassador. AMC even supplied 401 V8s to International Harvester for use in their pickup trucks and Travelalls in 1973 and 1974, where IH called it the "V-400."

07/09/2026

A different 135 security forces staff sergeants, whose corrected test scores moved them up in the rankings, will now get those promotions.

06/30/2026

Welded together another side mount LS Engine bracket. Also sold one as a flat pack weld it yourself kit. Yes there are more available if you're interested.

06/30/2026

Typical crack repair on an aluminum rim

06/30/2026

Valve cover came in for crack repair...

06/30/2026

Here's a valve cover getting AN fittings and powder coating.

01/15/2026

Floor pans: These take a while to cut out in pieces, drilling spot welds, removing seam sealer, prying out piece by piece, rust clean up on framing, preparing, welding, blending, and painting... 43 hours was spent on these front pans.