amc mud pump factory

Their existing rig packages can be customized to any specification needed and they also specialize in new design and customer spec rig builds. AMC also has the capabilities to manufacture

Centerline Manufacturing is committed to the highest level of customer service quality.  Every Centerline pump is comprehensively and repeatedly tested at diverse pressure levels to assure that it goes to our customer in perfect operational order. Centerline technicians work to ensure that our customers fully understand the operation of the model being delivered.  If a customer"s pump is down, we understand the importance of timely response and parts availability.  Centerline technicians will assess the problem and make repairs to bring the pump back into new specification. The Centerline mud pump technicians are well versed and qualified to operate and repair any product that is provided to the customer.

American made with quality far superior to any other performance aftermarket company, we build our water pumps with pride right here in the USA. Don"t be mislead by inflated flow numbers and competitors" outlandish claims. We say what we mean and mean what we say. Our 2 year, unlimited mileage guarantee and full satisfaction money back guarantee should convince you that buying Meziere is buying value! Fits small block Ford Windsor, Cleveland and 5.0 models before 1994

NOTE:If you are running a cam belt drive on your small block Ford, you will most likely need the WP173 pump. This pump will not fit Yates, Danny B, Jessel, or Race Master belt drives.

Finishing The System: This pump is supplied complete with gaskets and hardware but without the inlet fitting and optional back plate. The fitting needs to be ordered according to the size of the lower radiator hose. A back plate will be required in all applications using a stock style timing cover.

16 volt systems: When purchasing a pump for a 16 volt system we recommend the 16 volt optional motor on our pump. The 12 volt pump will work for limited use applications.

Additional Notes: The standard 35 GPM pump is suitable for normally aspirated engines up to 650HP. Supercharged, turbocharged and high compression, high horsepower applications should use the 55GPM High Flow pump only. This model does not accept heater or bypass hoses as a standard. These may be added at the factory for an additional cost. Please call for details. The small block Ford engine has gone through several design changes at the factory since its inception. There are two different 35 GPM pump models that may be right for your engine. For more information regarding small block Ford applications and how to tell which pump is correct for you, please see ourSB Ford addendum sheet.

Nash, the direct predecessor to American Motors, was familiar with this too: Beginning in 1951, a dual-carburetor Ambassador engine was installed in Donald Healey"s British-built chassis and (starting in 1952) cloaked with Italian bodywork to produce the sporty Nash-Healey. There was no Rambler-Healey after the merger with Hudson and the creation of AMC, but the 1957 Rambler Rebel proved that the new company was equally capable of producing performance cars—if it wanted to.

The trouble was, under the leadership of George Romney, AMC didn"t want to build performance cars. The company wanted to build Ramblers, and it did so quite successfully for quite a while, but then the horsepower wars reignited in Detroit in the mid-"60s (most notably with the Pontiac GTO—a midsize car with a fullsize engine). At this point Romney was gone, off governing Michigan and nursing presidential ambitions, so his successors were free to re-enter the performance market.

Although the Rebel would get better, spawning an aggressive Rebel Machine sub-model for 1970 and the earlier SST 343 cars were nothing to scoff at, the future actually belonged to the Rambler American. The American was AMC"s smallest product at this time, sized like the Ford Falcon, Chevy II, and Plymouth Valiant. Its platform dated back to the 1964 model year, although it had been updated for 1966 to better accommodate AMC"s newest generation of six-cylinder engines. It was also the first host for AMC"s newly designed V-8, a 290-cu.in. engine that shared nothing with the "50s-vintage 327. Late in the year, AMC unleashed V-8 Americans on the public, and those who bought one knew a new day had arrived in Kenosha.

Americans with the 290, especially backed up by the four-speed, were never quite as popular with AMC"s traditional, conservative customer base, but rarer yet was a small sampling of cars fitted with a bored-out, 343-cu. in. version of the engine (intended for the Rebel). Only a few of these X-code machines (so called from the "X" stamping found with the serial number on the frame rail behind the steering box) were produced, but they were a revelation. They also taught AMC a bit about how to make the American chassis survive under a true performance model.

All this set the stage for the big reveal in 1968 of the new AMX sports car. A 1966 show car come to life, it was a two-seat coupe in the Corvette vein and utterly unlike anything AMC had produced since 1954. A four-seat version, called the Javelin, was a pony car aimed squarely at the Camaro, Barracuda, and Mustang. Both were based on the American chassis.

To give the AMX and Javelin performance to match their dramatic styling, AMC further bored and stroked the new V-8 to 390-cu.in. It also lavished reinforced mains and a forged rotating assembly on the AMX 390—ensuring its reliability even when further modified for racing. The 290 was the standard engine in the AMX, with the 343 optional, but the 390 was the star of the show.

The Javelin, of course, became a dominant force in SCCA Trans Am racing, but AMC had trouble attracting attention in drag racing—which was where the majority of muscle car fans "shopped" for their next purchase. To remedy this situation, the company first came up with the 1969 Super Stock AMX, which had a dual-quad-equipped 390 rated at 340 hp (by the company— NHRA ultimately declared that to be sandbagging).

When the new compact performer was conceived, it had already been decided that the old Rambler American was to be replaced for 1970 with the AMC Hornet. Throughout the decade, AMC had been deemphasizing the "Rambler" name, and for 1968 the American was the only AMC product still badged as a Rambler. For 1969, the "American" model name was dropped, leaving what had been the "Rambler American" to be called the "AMC Rambler."

Perhaps taking a cue from the Plymouth Road Runner, AMC elected to send off the Rambler in style while simultaneously filling the need for a budget super car aimed at the drag-race set. The company would lavish AMX technology on the Rambler and set it off with a wild visual design worthy of a race car. The whole thing would sell for under $3,000 (around $21,000 adjusted for inflation).

To build its new car, which was "designed for the motorist who wants a customized car but has neither the time nor inclination to build it himself," AMC turned to Hurst Performance. A mere 500 examples of the SC/Rambler (pronounced "Scrambler") were planned, though circumstances would more than triple that number.

Creating a SC/Rambler was more than a mere matter of sticking an AMX 390 in the engine bay of a 290-powered Rogue and adding a hood scoop and some wild paint, though. Hurst and AMC created a whole package blending AMX technology (specifically the AMX 390 Go Package—see above) with the Rambler chassis. Spearheading this effort were two drag racers: Walt Czarnecki of AMC and Dave Landrith of Hurst.

If the 343-powered "67 Americans had taught AMC anything, it was that performance Ramblers needed reinforcement and dual exhaust. Both had been partially taken care of in the interim, as crash standards had resulted in late- 1968 Rambler Americans receiving fully stamped frame rails. The chassis reinforcement went a long way to eliminating the flex and rear-window blowouts experienced by the 1967 X-code cars.

According to the brochures, buyers who opted for the 290 V-8 in the 1969 Rogue could also get AMC"s first dual-exhaust system built for the Rambler, but Mark Fletcher, keeper of the SC/ Rambler Registry and coauthor (with Richard Truesdell) of Hurst Equipped: More Than 50 Years of High Performance informs us that the SC/Rambler was the only Rambler actually produced with duals. That exhaust system and its associated heat shielding near the gas tank are one of the telltale elements when authenticating a SC/Rambler. It seems a small thing, but the single exhaust is widely believed to have been a significant factor in why the X-code 1967 Rambler American was much slower than a 343-powered 1968 Javelin, which used the same drivetrain and was approximately the same weight.

Drag racing is about more than just power, though, with traction being a key factor. To that end, AMC and Hurst adapted the AMX"s Torque-Link system to the Rambler along with staggered rear shocks, a process that left more telltale signs in the rear suspension and trunk. Mag-style 14 x 6-inch steel wheels mounting E70-14 Goodyear Polyglas redline tires were also far meatier than the standard Rambler items, necessitating rolled fender lips on the SC/Rambler—though it"s common to roll ordinary Rambler arches when restoring these cars.

By the 1969 model year, Ramblers had good drainage built into the body. The only unusual rust trap seems to be the track for the quarter-window glass. "It accumulates mud and dirt, and develops a 50-cent-sized hole under the window," Mark says. "But don"t panic—that"s an easy fix, and it doesn"t necessarily mean hidden rust." Mark also says that front end damage is remarkably common in these cars, perhaps because of their racing heritage, and cautions to look for old repairs. The filler panel behind the front bumper, for example, is unique to 1969.

With 1,512 produced, the SC/Rambler isn"t exactly common—though perhaps we should be grateful we got as many as we did. Only 500 were originally planned, but AMC had anticipated building 10,000 AMXs and had stockpiled AMX 390 engines for that effort. Production was slower than anticipated by about 30 percent, leaving a surplus of the engine at the heart of the SC/Rambler. Dave Landrith of Hurst suggested that SC/Ramblers be used to pick up the slack, leading to a resurgence of production in May and June of 1969.

Better yet, the SC/Rambler remains fun to drive and hugely distinctive. It"s an important part of AMC and muscle-car history, and, as Mark puts it, "the SC/Rambler has the presence even at an AMC show."

AMC touted the SC/Rambler thus: "Your SC/Rambler in stock condition has an official shipping/license weight of 3,160 pounds. With 315-hp rating, the pounds-per-hp is 10.03, which qualifies for NHRA Class F Stock (10.00 to 10.49) under the 1969 rules. With other modifications, you can qualify for NHRA Super Stock Class J (10.00 or more). Before making any modifications however, check the 1969 NHRA rules book since only certain modifications are allowed." Mark Fletcher, however, suggests "The factory lied! The SC/ Rambler doesn"t weigh 3,160 pounds, it weighs 2,980 pounds, and it"s not 315 horsepower; with the ram air and Thrush duals it gained 10 to 20 horsepower." That"s a pounds-per-horsepower rating of 9.03, a validation of the big-engine/small-car formula.

The standard gearing in the AMC Model 20 rear found under the SC/Rambler was 3.54:1, but because the same center section was used under all V-8 powered AMC models, a dealer could theoretically have installed the following gear ratios: 2.37:1, 2.73:1, 2.87:1, 3.08:1, 3.15:1 (standard on Javelin and AMX Go Packages), 3.73:1, 3.90:1, 4.10:1, 4.44:1, and 5.00:1

By now you are hopefully aware that AMC produced its own engines (and most other components) and that the AMX 390 is completely unrelated to the Ford 390. If an AMC V-8 resembles anything, it"s contemporary Buick V-8s—particularly the cast-aluminum timing gear case incorporating the oil pump. That"s a weakness in older AMC engines: The oil pump can wear too badly to be rebuilt. New cases are available for about $250. The 390 in the SC/Rambler is identical to that found in the 1969 AMX, including reinforced mains and a forged crank and rods.

AMC did outsource transmission production. Coupled to the 390 via a 10½-inch clutch was a close-ratio Borg-Warner T-10 four-speed gearbox. The original muscle car trans, the T-10 dated back to the 1957 Corvette, though it had been considerably refined over 12 years. Appropriately for a collaboration with Hurst, the T-10 found in the SC/Rambler was topped with a Competition Plus shifter equipped with a flat-bladed shifter stick and a T-handle. Power went back to an AMC Model 20 axle with 3.54:1 gears and Twin-Grip limited-slip differential.

SC/Ramblers used the Rogue two-door hardtop body but without side trim and with rolled fender lips and a reworked cowl section flange on the driver"s-side firewall. Two different red, white, and blue paint schemes paid tribute to AMC"s name and its Trans Am team. It also gave the car a visual presence on par with the Road Runner and Super Bee. The prominent hood scoop changed three times during production, each time receiving a larger inlet. Both paint schemes were produced concurrently. Blue, styled steel wheels with redline tires were standard.

AMC produced 73,356 Ramblers for 1969, of which 5,055 were Rogues. Of the Rogues, a mere 608 were produced with the 290 V-8, and somewhere between 69 and 108 of those received four-speed transmissions. Included in the Rogue production numbers are the 1,512 SC/Ramblers. Initially only 500 were planned, but overproduction of the AMX 390 spurred the completion of another 1,012. While a dozen SC/Ramblers went to actor James Garner for his assault on the Baja 1000 (two were converted to four-wheel drive), the idea that those were the "last twelve" is a myth.

And what a Jeep we have gracing our Hallowed Halls.  Outfitted as a brush truck for a fire company with a winch on the front, a small gasoline engine to power the water pump for the twin 100" electrically retracted hoses and a 110 gallon water tank all to have you ready to don your fire gear and hose down any errant flare ups you come across.

All straight and true, all tricked out with extra lighting, a Mile Maker SE12000C winch, 15-inch drilled deep dish aluminum wheels and tires in the form of 31x10.50R15LT mudders including the spare.  The steel is all good with no rust and just a few war scars in the form of scuffs, scapes and chip offs, but this is the norm for a truck that"s seen duty in the woods.  No top and no doors give the 2 man, or woman crew a birdseye view of the surroundings.  Black lightweight plastic fender flares are bolted onto the fire engine red fenders to keep the mud slinging at a minimum.  Up front, the iconic and basically unchanged slotted chrome Jeep grille is flanked by projector style headlights and the standard hood leads back to the white painted fold forward windshield.  A Rhino-lining finish has been applied to the edges of the passenger compartment to preserve the paint and steel and reflective white striping has been added to the sides along with a diamond plate with red and yellow inserts filling in the factory rear gate.  In back, a diamond plate step allows easy access to the pump engine and hose reels, and now we are nearly ready to douse some flames!  Wahooo wahooo wahooo whaooo whaooo!

A bit of a climb for my less than athletic frame, but with no doors the trek up and in was not unattainable.  Once up and in I slipped inside on the high back vinyl buckets, which are in very nice condition and have integrated headrests, all covered in smooth vinyl.  As we move forward from the seats we note the red steel floors are Rhino lined and have deeply grooved gray rubber mats for some extra grip.  The factory 4x4 and transmission shifters reside here just prior to the dash.  This dash is bathed in body matching red, is fitted with all the essential gauges and toggles and pulls abound and a slew of add-on toggles are peppered throughout the dash and clearly labeled.  Fronting the dash is a Jeep 3 spoke plastic steering wheel in black.  In back are the twin 100" electrically retractable hose reels, the 110 gallon water tank and a 20hp Vanguard V-twin gasoline engine to power the water pump.  Also, a roll bar encircles the rear compartment just in case things should go awry on the brush trails.

I just love the ingenuity that goes into some of the CJ"s that come through our doors and this one does not disappoint.  I climbed up and over the body tub and was off to the test track.  Here it did very well as expected, great acceleration, solid bias free panic stopping and good handling.  I did go into 4x4 mode, and it worked well, but did not get to actually climb anything!   All functions were spot on, but thankfully no fires were seen during my drive.  Had the weather been warmer I may have tried the pump and hoses, as my crack decoded missed out on his weekly shower.  I was thankful the Jeep is top and doorless, but I digress...

In October 1960, AMI signed an agreement with American Motors Corporation (AMC) to assemble the Rambler range of cars from knock-down kits.Fiat was planned to replace the Ferguson tractors distributed by BFE. The Standard Motor Company had sold its tractor facility in Coventry to Massey Ferguson and focused on automobile production.

From 1961, AMI assembled a range of AMC cars, starting with the Rambler Ambassador, all with right-hand drive and carried the Rambler brand name. By the end of the 1960s Australians could purchase a Rambler Javelin, AMX,Hornet, Rebel, or Matador long after the Rambler marque was dropped from use on the equivalent U.S.-market models.

Knock-down kits were shipped from AMC"s Kenosha, Wisconsin facility (all knock-down kits to all assembly operations were from Kenosha), but the Australian cars were assembled with a percentage of "local content" to gain tariff concessions. This was done using parts and components (such as glass, seats, upholstery and carpet, lights, tailshafts, and heaters) from local Australian suppliers. AMI specified what parts were not to be included in the unassembled kits sent by AMC. Other necessary parts specified by the assembler were boxed and shipped for assembly at the final destination in Australia. It is unknown exactly how many parts were included to be installed by the assembly operation, that varied with each operation. External colours were chosen by AMI and were the same as used on AMI assembled Triumph and Toyota cars of that period. The distinctive AMI exterior emblems were used on Ramblers, as well as Triumph and Toyota cars assembled by AMI from 1968 onward.

The Australian assembled Rebel was assembled from 1967 until 1971, even though the last year of the American model was 1970. 345 Rebels were assembled in 1970 and a further 307 in 1971. Australian Rebels were equipped with the dash and instrument cluster of the 1967 Rambler Ambassador for all models and was continued with the Australian assembled replacement AMC Matador.

A total of 24 AMC AMXs, all 1969 models were made by AMI between August 1969 and July 1970.V8s.muscle car in the U.S. marketplace, the Australian AMXs came with a large high level of equipment that was optional in the U.S., and these AMXs were advertised as personal luxury cars.

One AMC Gremlin was imported from USA in 1970 for evaluation purposes. It was locally converted to right-hand-drive and branded as a "Rambler Gremlin".Sydney Motor Show to gauge interest and test the market but never went into production.

From 1971, Australian assembled Matadors were equipped with standard column shift automatic transmissions, power steering, power windows, air conditioning, and an AM radio. The engine in the later years was AMC"s 360 cu in (5.9 L) V8. Options included exterior sunvisor, vinyl roof cover, tow hitch, and mud flaps.

A total of 118 Hornets and 145 Matadors (118 sedans, 27 wagons) were sold during 1974. Registrations for 1975 were 136 Hornets and 118 Matadors (85 sedans 33 wagons). 1975 was the last year of Hornet production leaving the Matador as the only AMC product thereafter. In 1976 there were 88 Matadors (78 sedans, 10 wagons) registered. 1976 saw the one-off assembly of 80 Matador Coupes, the knock down kits of which had arrived in late 1974 but were not built. The Matador Coupes were sold as 1977 models bringing 1977 registrations to 80 Matador Coupes, 24 Matador sedans and 3 wagons. December 1976 marked the end of local assembly of AMC vehicles.

Australian AMC production data: "Aussie AMC Rambler thread". The AMC Forum. 2008. Archived from the original on 16 July 2011. Retrieved 31 August 2014.