Editing AMC V8 engine (section)

== American Motors Corporation Gen 1 (1956–1967)<span class="anchor" id="1"></span><span class="anchor" id="1956"></span> ==

This engine series is often called the "Rambler V8". It is also sometimes referred to as the "Nash V8".

Design work on AMC's first V8 engine began in 1954, yielding versions produced in three displacements between {{cvt|250|CID|L|1}} and {{cvt|327|CID|L|1}} from 1956 until 1966.

American Motors' president, [[George W. Mason]], had negotiated a verbal agreement with [[Packard]] that the two companies would supply parts for each other when practical. The arrangement was a prelude to a possible merger of the two companies at a later date, but the corporate consolidation did not materialize. With the industry-wide acceptance of V8 engine designs after [[World War II]], AMC purchased Packard V8s in 1954 for the 1955 [[Nash Ambassador]] and [[Hudson Hornet]]. 

These Packard V8s were supplied with extra-thick head gaskets to reduce power output and came mated to Packard "[[Ultramatic]]" automatic transmissions only. In addition to the verbal agreement, Packard sent AMC some parts bids, which were rejected as too expensive. After Mason's sudden death in October 1954, [[George W. Romney]], AMC's new CEO, decided against further relationships with Packard.<ref>{{cite magazine|url= http://www.time.com/time/magazine/article/0,9171,823618,00.html |archive-url= https://web.archive.org/web/20070930213850/http://www.time.com/time/magazine/article/0,9171,823618,00.html |archive-date= 30 September 2007 |title=Personnel: Changes of the Week |magazine=Time |date=25 October 1954 |access-date=20 August 2014}}</ref> Reportedly, Romney gave orders to design an in-house V8 engine as quickly as possible.

The original 1956 SAE Article entitled "The New American Motors V8" describes: 
<blockquote>The entire program was under the direction of Meade F. Moore, Vice-President of Automotive Research and Engineering, and through his efforts, the project was carried on cooperatively by our Kenosha and Detroit Engineering Departments. Obviously, such a division of both design and development required the utmost in teamwork by F.F. Kishline, Chief Engineer, and his assistants, E.L. Monson and J.S. Voigt in Kenosha, and by R.H. Isbrandt, Chief Design Engineer, and W.S. Berry, Chief Mechanical Engineer, in Detroit."<ref>{{cite web |last1=Adamson |first1=John F. |last2=Burke |first2=Carl E. |last3=Potter |first3=David B. |title=The New American Motors V-8 Engine (SAE Paper details) |url= https://jubileejeeps.org/327/new_rambler_v8.htm |website=jubileejeeps.org |date=7 March 1956 |access-date=3 January 2023}}</ref></blockquote> 

The engineering team was able to get the clean sheet V8 into production in less than 18 months due in part to being able to apply the research and development efforts that were done by [[Kaiser-Frazer]] for engines that never reached production.<ref>{{cite web |last1=Conwill |first1=David |title=Did American Motors really poach the Rambler V-8 design from Kaiser-Frazer? |url= https://www.hemmings.com/blog/2021/01/06/did-american-motors-really-poach-the-rambler-v-8-design-from-kaiser-frazer |work=Hemmings |date=6 January 2021 |access-date=3 January 2023}}</ref> One of AMC's engineers, David Potter, had worked on developing V8 engines for Kaiser-Frazer.<ref>{{cite web |last1=Roberts |first1=Andrew CFG |title=1956 Rambler Rebel |url= https://drive-my.com/1956-rambler-rebel/ |work=Drive |date=23 September 2016 |access-date=3 January 2023}}</ref>

American Motor's first V8 engine debuted having {{cvt|250|CID|L|1|}} in 1956 with a {{cvt|327|CID|L|1}} version in 1957.<ref>{{cite web |title=AMC 1958 Technical Service Manual: V-8 Engine |url= https://www.sr-ix.com/AMC/Rambler-327/rambler%20v8%20tsm.htm |website=sr-ix.com |access-date=10 July 2020}}</ref> The larger displacement engine included a pioneering [[Fuel injection#Multi-point injection|electronic fuel-injected]] (EFI) system named "Electrojector" version in 1957.

All these engines share common external dimensions, lightweight - about {{cvt|600|lb|kg}} - forged crankshaft and rods, as well as most other parts.<ref name="AmericanMuscleCars8">{{cite book|url= https://books.google.com/books?id=TwcOO2OxujYC&q=AMC+250-cid+engine+around+600+lbs&pg=PA8 |last=Gunnell |first=John |title=Standard Catalog of American Muscle Cars 1960-1972 |year=2006 |publisher=Krause Publications |isbn=978-0-89689-433-4 |page=8 |access-date=20 August 2014}}</ref> The stroke for all Gen-1 V8s is {{convert|3+1/4|in|mm|1|sing=on}}. [[Engine displacement]] was a factor of the [[Bore (engine)|bore]]: the {{cvt|250|cuin|L|1}} has a {{convert|3+1/2|in|mm|1|sing=on}} bore, {{cvt|287|cuin|L|1}} {{convert|3+3/4|in|mm|1}}, and the {{cvt|327|cuin|L|1}} a {{convert|4|in|mm|1|sing=on}} bore. A number indicating the bore size is cast on the top of the engine block's flywheel housing immediately behind the right bank [[cylinder head]]. 

The block features a deep skirt where the casting extends below the [[crankshaft]] centerline, forming a very rigid [[crankcase]] gallery. The [[Motor oil|oil system]] feeds a central gallery to the cam and crankshaft first from front to rear and then dividing at the front to feed the two lifter galleries from front to rear. From the rear of the two lifter galleries oil is then supplied up to the two [[rocker arm]] [[Shaft (mechanical engineering)|shafts]] which serve as galleries to lubricate the [[valvetrain]]. The fore and aft direction changes are designed to eliminate stale oil areas which tend to form sludge deposits.

=== 250 ===
[[File:1960 Rambler Rebel V8 green Ann-lo.jpg|thumb|right|upright|1960 Rebel V8 emblem]]
American Motors' first V8 in-house engine, the 250, was used in AMC automobiles from 1956 through 1961. It was a modern [[Overhead valve|OHV/pushrod engine]] design and made its debut in the [[Nash (automobile)|Nash]] Ambassador and [[Hudson (automobile)|Hudson]] Hornet "Specials" of 1956. These cars had the top-of-the-line model trim, but were built on the shorter [[wheelbase]] (Statesman and Wasp) models (hence the name "Special"attached). The 250 uses solid lifters and came in two- and four-barrel [[carburetor]] varieties (4V only in Nash/Hudson "Specials").

The 250 V8 was optional in the 1957 Rambler. All 1958-60 V8 Ramblers were called "Rebels" and designated as a different series. It is easy to confuse the 1957 Rambler V8 and the 1958-'60 Rebel line with the special 1957 [[Rambler Rebel]], a limited edition muscle car (see 327 below). In 1961, The [[Rambler Six and V8|Rambler Six]] was renamed the "[[Rambler Classic]]" to avoid model confusion in the Rambler line-up. A V8 engine then became an option in the Classic instead of a separate model.

=== 287 ===
[[File:1965 Rambler Marlin fastback 2014-AMO-NC 16of20.jpg|thumb|right|Engine bay with AMC 287 V8]]

The 250 engine was discontinued in 1961. A V8 engine was not offered in the Rambler models with the exception of the  327, which was only available in the top-of-the-line Ambassador. 

Dealers complained, so the {{cvt|287|CID|L|1}} V8.<ref name="AmericanMuscleCars8"/>  was introduced in mid-model year 1963 as an option for the "mid-size" Rambler. Like the 327, it uses hydraulic valve lifters. Only two-barrel models were produced, there were no four-barrel options from the factory for the 287 as this was the economy model V8. The 287 engine was produced through the 1966 model year.<ref name="AmericanMuscleCars8"/>

===327===<!-- This section is linked from [[Fuel injection]] -->
[[File:1957 Rambler Rebel hardtop eng-Cecil'10.jpg|thumb|right|The AMC 327 V8 debuted in the 1957 [[Rambler Rebel]], an early "[[muscle car]]"]]
[[File:1963 327 V8 engine in Ambassador.jpg|thumb|right|Engine bay of a 1963 [[AMC Ambassador]] with a 327 V8 four-barrel]]

The AMC 327 is similar to the [[#287|287]], but displaces {{cvt|327|CID|L|1}} due to the bore increase to {{convert|4|in|mm|1}}. Unlike the 250, most 327s were produced with hydraulic valve lifters. All Gray Marine 327s came with solid lifters, as did the 1957 Rebel. 

The AMC V8 is not related or manufactured by [[Chevrolet]], whose 327 V8 was introduced five years later in 1962.<ref>{{cite book |page=8 |title=Classic Muscle Car Advertising: The Art of Selling Horsepower |first=Mitch |last=Frumkin |publisher=Krause |year=2002 |isbn=978-0-87349-336-9}}</ref><ref>{{cite web |last1=Gillogly |first1=Brandan |title=This 3/27, celebrate Chevrolet's power-packed small-block |url= https://www.hagerty.com/media/automotive-history/celebrate-chevrolets-power-packed-small-block/ |work=Hagerty |date=27 March 2020 |access-date=3 January 2023}}</ref>

The AMC 327 engine debuted in a special edition 1957 [[Rambler Rebel]], of which 1,500 were made. They were an early American [[muscle car]]. All Rebels had silver paint with a gold-anodized "spear" on each side. The 327 was not available in any other Rambler models in 1957. The Rebel's engine differs from the 327s installed in the 1957 Nash Ambassador and Hudson Hornet models in that it uses mechanical valve lifters and a higher compression ratio. Since both engines were rated at {{cvt|255|hp|kW|0}}, it is probable that the Rebel's was underrated.<ref>{{cite web |last=Sealey |first=Mike |title=AMC V8 Engines |website=allpar.com |date=16 November 2020 |url= https://www.allpar.com/threads/amc-v8-engines.229904/#post-1085224002 |access-date=3 January 2023}}</ref>

The Nash Ambassador and Hudson Hornet "Special" models were dropped after 1957, replaced by the 1958 Rambler Rebel with the 250 V8. The Rebel was a V8 version of the Rambler six and included associated upgrades such as stronger front springs and rear axle. The Rebel model name also differentiated it from the standard six-cylinder Rambler. The big Nash and Hudson cars were also dropped after 1957, replaced by the 1958 "Ambassador by Rambler" — a stretched Rebel with the 327 V8 instead of the 250. The 327 was exclusive to the Ambassador line and could not be ordered in a Rebel (or later Classic) through 1964. For 1965 and 1966 the 287 and 327 were both available in the Classic and Ambassador.

The AMC 327 was sold to [[Kaiser-Jeep]] from 1965 until 1967 for use in the [[Jeep Wagoneer]] SUV and Gladiator pick-up truck. Jeep named it the "Vigilante" V8. Two-barrel carburation was standard on these Jeep models, but a four-barrel high-compression version was available in the highly optioned Super Wagoneer from 1966 until 1968. Kaiser-Jeep switched to the [[Buick V8 engine#350|Buick 350]] in 1967 after AMC discontinued the 327. The Buick V8 engine option continued through 1971 after which Jeeps returned to AMC V8 engines, American Motors having purchased Jeep from Kaiser in 1970.

There were low- and high-compression versions of the 327 starting in 1960. Prior to 1960, all 327s were high compression. All low-compression models used a two-barrel carburetor and all high-compression models received a four-barrel carb. The low compression of 8.7:1 and high of 9.7:1 was affected by a difference in pistons.

The AMC 327 was also offered as a marine engine as the "Fireball" by [[Gray Marine Motor Company]].<ref name="books.google.com">{{cite magazine|url= https://books.google.com/books?id=Na0PAAAAIAAJ&q=%22Gray+Marine%22+327+engine |page=15 |title=Gray's new 327-cubic inch Fireball V8 |magazine=The Skipper |volume= 19 |year=1959 |access-date=3 January 2023 |via=Google Books}}</ref>

=== Electronic fuel injection ===
The AMC 327 was to be the first commercial [[Fuel injection#Multi-point injection|electronic fuel injected]] (EFI) "Electrojector" production engine.<ref>{{cite magazine |title=Under the Hood: What's New — Engines |magazine=Consumer Reports|year=1957|volume=22|page=154}}</ref> Press reports about the [[Bendix Corporation|Bendix]]-developed system in December 1956 were followed in March 1957 by an AMC price bulletin offering the EFI option on the Rambler Rebel for US$395, but due to supplier difficulties, fuel-injected Rebels were only available after June 15.<ref name="auto.howstuffworks.com">{{cite web |url= http://auto.howstuffworks.com/1957-1960-rambler-rebel2.htm |title=Rambler Measures Up |author=((Auto Editors of ''Consumer Guide'')) |website=How Stuff Works |date=22 August 2007 |archive-date=19 July 2020 |archive-url= https://web.archive.org/web/20200719185547/https://auto.howstuffworks.com/1957-1960-rambler-rebel2.htm |access-date=3 January 2023}}</ref> Teething problems with the Electrojector unit meant that only a few engineering and press cars were built, estimated to be no more than six units. At least two [[Pre-production car|pre-production]] Rebels with EFI, however, are known to have been built. One was sent to [[Daytona Beach, Florida]] for "Speed Week" (the forerunner of today's [[Daytona 500]]). It was the second fastest car on the beach, bested only by a 1957 [[Chevrolet Corvette (C1)#1956–1957|Chevrolet Corvette]] with [[mechanical fuel injection]], and only by a couple of tenths of a second.<ref>{{cite news |url= http://select.nytimes.com/gst/abstract.html?res=F60C16FD355A137A93C6AB1788D85F438585F9 |last=Ingraham |first=Joseph C. |title=Automobiles: Races; Everybody Manages to Win Something at the Daytona Beach Contests |newspaper=The New York Times |date=24 March 1957 |page=153 |access-date=20 August 2014}}</ref>

The EFI 327 was rated at {{cvt|288|hp|kW PS|0}} and the regular four-barrel carbureted model at {{cvt|255|hp|kW PS|0}}.<ref>{{cite book |last1=Holder |first1=William |last2=Kunz |first2=Phil |title=Extreme Muscle Cars: The Factory Lightweight Legacy |publisher=Krause Publications |year=2006 |page=16| url= https://books.google.com/books?id=Pn8cAHTaaKQC&pg=PA16 |isbn= 978-0-89689-278-1}}</ref> The EFI system in the Rebel was a far more-advanced setup than the mechanical types then appearing on the market and the engines ran fine in warm weather, but suffered hard starting in cooler temperatures.<ref name="auto.howstuffworks.com"/> All the EFI cars were reportedly converted to four-barrel carbs before being sold; none are known to have existed outside the engineering department at AMC.

The main problem was that early electronics were not fast enough for "on the fly" engine controls. This setup was utilized by Chrysler for the 1958 model year on its [[Dodge]], Chrysler, [[Plymouth (automobile)|Plymouth]], and [[DeSoto (automobile)|DeSoto]] carlines. It too failed, having the same problems.

[[Bendix Corporation|Bendix]] licensed patents based on their 1950s design (patent dated 1960) to [[Robert Bosch GmbH|Bosch]], who perfected it as the basis for their [[Jetronic#D-Jetronic (1967–1979)|D-Jetronic]], [[et seq.]] injections system, first used in 1967.

=== Marine application ===
The 250 and 327 were also offered as a marine engines marketed as "Fireball" by the [[Gray Marine Motor Company]] starting in 1958.<ref name="books.google.com"/> Gray started offering the 250 in 1959. The 250 was offered in 135, 160, 170, 175, 178, and 185 horsepower versions. The 327 was made in 188, 215, 220, 225, and 238 horsepower levels. Gray used the 250 through 1966. The 327 was used as a 220&nbsp;hp model in 1967, the last year an AMC V8 was used.<ref>{{cite web |url= http://centuryboatclub.com/centuryengines1942-1968.htm | title=Century Boat Company Standard Optional Engines 1930-1968 |website=centuryboatclub.com |access-date=August 12, 2021}}</ref>