How long does an AMC I6 last?
When there is a more historical engine in America's off-road traffic and lasting fanbase, it must be the AMC I6.
It was a flathead I6 that had a 172.6 liter (2.8 liters) displacement when it first appeared in 1952 but finally reached 195.6 liters (3.2 liters) before being redesigned to great importance in 1956.
The 1956 redesign referred to previously turned it into a design for an OHV engine we know better. The water pump from the left side to the cover of the timing chain and drove by the accessory belt drive using a driveshaft from the generator.
Dependability
The durability and reliability of all AMC I6s are known for using a falsified crankshaft and rods. These parts made these engines difficult and could work, but the flathead overheated under heavy loads. Due to its exhaust port design, this was typical of any flathead motor of the time.
The move from flathead to the OHV did not change its reliability, but the additional maintenance costs did come. The 196 OHV motors require 4000-mile head bolt torque controls and reversals of every 8000-mile.
Aluminum Block I6
An aluminum version of the AMC I6 was also available in 1961. They cast-iron block engine aluminum head won't work on the aluminum block engine as great as it would be. Approximately 1/8 inch wider, the block aluminum engine head has another bolt pattern. In the same interval as iron, even with the different head designs, the owners still need to monitor the head bolt torque. There is also concern that if the torque and the engine can overheat, the cast iron liners will shift. Along with their short timeframe, finding good heads and blocks is also a difficult task for the aluminum engine.
In 1964 production began with 232-CI (3.8-L) Torque Command I6, which was considered the Modern AMC straight-six. It was rather than four of 196 a short-hit motor with seven bearings on the pivot. The 199 and 232 blocks were both identical and had boron of 3.75 inches. The difference was a stroke of three inches on the 199 and a stroke of 3.5 inches on the 232. The 258-CI (4.2-liters) was the excellent engine choice with a stroke of 3,895 inches and a taller deck block. The crankshaft made the change and saved weight. The weight of the engine was reduced by only 20 pounds, from 12 to 4 counterweights.
AMC I6s of Mexico
Two motors built by their Mexican subsidiary, Vehículos Automotores Mexicanos (VAM), have been connected to the American manufactured AMC straight-sixes. The VAM engines have been manufactured for its cars and are typically AMC vehicles such as VAM Gremlin (AMC Spirit), VAM Classic (AMC Matador), VAM American (Amazonian Motors), etc. These were the 252-liter version of the 3.91-inch boron 232 and the 282-liter version of the 258-boron version of the 4.6-liter version.
The 252 produced a 170-hour output of 240-lb-ft, whereas it produced 200-GHP/280-torque in 1971-1973, 132-NHP (net horsepower)/216-torque in 1979-1980, a 172-NHP/225-torque (80-1980-1981), and finally 129-NHP/218-torque (1982-1983-171). (So, you should be aware that this was still the case until 1979) rather than an SAE net rating system.
The engines YJ, XJ, ZJ, WJ, and TJ owners coveted only 26 months to develop for AMC (but there is no V8 model choice). Despite using lightweight materials, it would weigh about a pound more than 258. Most of this, however, was because the aluminum valve was as sturdy as possible. The 4.0 used 3,875-inch boron, but the connecting rod length was the same as the 199 with a 3,414 stroke.