When did American Motors Corporation (AMC) exclusively equip its vehicles with AMC-designed V8 engines, and when did this practice end?

From 1956 through 1987, American Motors Corporation (AMC) exclusively equipped its vehicles with AMC-designed V8 engines. After Chrysler Corporation acquired AMC in 1987, the manufacturing of the AMC "tall-deck" 360 cu in (5.9 L) version continued until 1991 for use in the Jeep Grand Wagoneer SUV.

What were the alternative names sometimes used for the first-generation AMC V8 engine?

The first-generation AMC V8 engine series is often referred to as the "Rambler V8." It is also sometimes called the "Nash V8."

What was the initial displacement of AMC's first in-house V8 engine, and when was it introduced?

AMC's first in-house V8 engine debuted with a displacement of 250 cubic inches (4.1 L) in 1956. A larger 327 cubic inch (5.4 L) version was introduced the following year, in 1957.

What significant pioneering feature was included in the 327 cubic inch version of AMC's first V8 engine in 1957?

The 327 cubic inch (5.4 L) version of AMC's first V8 engine, introduced in 1957, included a pioneering electronic fuel injection (EFI) system named "Electrojector."

What were the common external dimensions and internal characteristics of the first-generation AMC V8 engines?

All first-generation AMC V8 engines shared common external dimensions and were notably lightweight, weighing around 600 pounds (270 kg). They featured a forged crankshaft and connecting rods, along with most other internal parts. The stroke for all Gen-1 V8s was 3.25 inches (82.6 mm).

How was engine displacement determined for the different Gen-1 AMC V8 models?

Engine displacement for the Gen-1 AMC V8 models was determined by the cylinder bore size, with the stroke remaining constant at 3.25 inches (82.6 mm). For example, the 250 cu in (4.1 L) engine had a 3.5-inch (88.9 mm) bore, the 287 cu in (4.7 L) had a 3.75-inch (95.3 mm) bore, and the 327 cu in (5.4 L) had a 4-inch (101.6 mm) bore.

Describe the oiling system design of the first-generation AMC V8 engine.

The Gen-1 AMC V8 featured a deep-skirted block that extended below the crankshaft centerline, creating a rigid crankcase gallery. The oil system fed a central gallery from front to rear, then split to lubricate the lifter galleries. From the rear of the lifter galleries, oil was supplied to the rocker arm shafts to lubricate the valvetrain. These directional changes were designed to prevent stale oil areas and sludge deposits.

What was the "Rambler V8" or "Nash V8" that American Motors initially used before developing its own V8?

Before developing its own V8, American Motors purchased V8 engines from Packard for the 1955 Nash Ambassador and Hudson Hornet models. These Packard V8s were supplied with thicker head gaskets to reduce power and were only available with Packard's "Ultramatic" automatic transmissions.

Who led the engineering team responsible for designing AMC's first V8 engine, and what was the development timeline?

The design and development of AMC's first V8 engine was under the direction of Meade F. Moore, Vice-President of Automotive Research and Engineering. The engineering team, with contributions from Kaiser-Frazer's research, managed to bring the clean-sheet V8 design into production in less than 18 months.

What were the displacements of the first-generation AMC V8 engines, and how were they identified?

The first-generation AMC V8 engines were produced in three displacements: 250 cu in (4.1 L), 287 cu in (4.7 L), and 327 cu in (5.4 L). A number indicating the bore size was cast on the top of the engine block's flywheel housing, immediately behind the right bank cylinder head, to help identify the specific displacement.

When was the 250 cubic inch AMC V8 engine produced and in which vehicles did it first appear?

The 250 cubic inch (4.1 L) AMC V8, the company's first in-house V8, was produced from 1956 through 1961. It debuted in the 1956 Nash Ambassador and Hudson Hornet "Specials," which were top-trim models built on shorter wheelbases. It was also an optional engine in the 1957 Rambler.

How did the naming of Rambler models affect the availability of the 250 V8 engine?

In 1961, the Rambler Six was renamed the "Rambler Classic" to simplify the model lineup. A V8 engine then became an option within the Classic series, rather than being a distinct model, which included the 250 V8 until its discontinuation.

Why was the 287 cubic inch AMC V8 engine introduced, and what were its characteristics?

Dealers reportedly complained about the lack of V8 options, leading to the introduction of the 287 cubic inch (4.7 L) V8 in mid-1963. It was offered as an option for "mid-size" Ramblers and, like the 327, used hydraulic valve lifters. Only two-barrel carburetor models were produced from the factory for the 287, and it was manufactured through the 1966 model year.

What distinguished the AMC 327 V8 from other AMC V8s, and how did it differ from the Chevrolet 327?

The AMC 327 V8 displaced 327 cubic inches (5.4 L) due to an increased bore of 4 inches (101.6 mm) compared to the 287. Unlike the 250, most 327 engines used hydraulic valve lifters. Crucially, the AMC 327 is not related to the Chevrolet 327 V8, which was introduced five years later in 1962.

What was the significance of the 1957 Rambler Rebel in relation to the AMC 327 V8?

The AMC 327 V8 engine debuted in a special edition 1957 Rambler Rebel, of which 1,500 were produced. These Rebels are considered early American "muscle cars" and featured silver paint with a gold-anodized side spear. The Rebel's 327 engine differed from those in the Nash Ambassador and Hudson Hornet by using mechanical valve lifters and a higher compression ratio.

How was the AMC 327 V8 utilized by Kaiser-Jeep, and what happened after AMC acquired Jeep?

The AMC 327 V8 was supplied to Kaiser-Jeep from 1965 to 1967 for use in the Jeep Wagoneer SUV and Gladiator pickup truck, where it was named the "Vigilante" V8. Kaiser-Jeep switched to the Buick 350 engine in 1967. After AMC purchased Jeep in 1970, Jeeps returned to using AMC V8 engines.

What were the compression ratio differences for the AMC 327 V8, and how did they affect the engine's configuration?

Starting in 1960, the AMC 327 V8 was offered in low- and high-compression versions. All 327s produced before 1960 were high compression. Low-compression models used a two-barrel carburetor, while high-compression models used a four-barrel carburetor. The low compression ratio was 8.7:1, and the high compression ratio was 9.7:1, with the difference attributed to the pistons.

What was the "Electrojector" system, and why did it face challenges in its initial implementation?

The "Electrojector" was an early electronic fuel injection (EFI) system developed by Bendix for the AMC 327 V8 in 1957. Despite being advanced for its time, it suffered from teething problems, particularly hard starting in cooler temperatures, as early electronics were not fast enough for real-time engine control. These issues led to very few EFI Rebels being produced, with most reportedly converted to carburetors before sale.

How did the Bendix EFI technology from AMC influence later fuel injection systems?

Bendix licensed patents based on its 1950s EFI design to Bosch. Bosch perfected this technology, which then served as the basis for their D-Jetronic and subsequent fuel injection systems, first utilized in production vehicles in 1967.

Which AMC V8 engines were offered as marine applications, and under what brand name?

The 250 and 327 cubic inch AMC V8 engines were also offered as marine engines. They were marketed as "Fireball" engines by the Gray Marine Motor Company, starting in 1958 for the 250 and continuing through 1967 for the 327.

What marked the introduction of the second generation (Gen-2) AMC V8 engine?

The second generation (Gen-2) AMC V8 engine was introduced in 1966. The first version was the completely new 290 cubic inch (4.8 L) "Typhoon" V8, which debuted in a special mid-1966 model year "Rogue" hardtop.

How did the Gen-2 AMC V8 engines utilize "thin-wall" casting technology?

The new Gen-2 AMC V8 engines, introduced in 1966, utilized "thin-wall" casting technology. This innovation contributed to their lighter weight, with the engines weighing only 540 pounds (245 kg), making them competitive in terms of power-to-weight ratio.

What were the displacements of the Gen-2 AMC V8 engines, and how did they achieve these variations?

The Gen-2 AMC V8 engines were produced in three displacements: 290 cu in (4.8 L), 343 cu in (5.6 L), and 390 cu in (6.4 L). These engines shared the same basic block design and external measurements, with the different displacements achieved through various bore and stroke combinations.

How did the Gen-2 AMC V8 differ physically from the Gen-1 AMC V8, despite sharing some design elements?

Although the Gen-2 AMC V8 maintained the same bore center measurement as the Gen-1 V8, it was physically closer in size to U.S.-made small-block V8s. The Gen-1 engine was often described as being the size of a big-block Ford or GM engine. The only parts shared between the 1966-67 Gen-1 Rambler V8 and the 1966-91 Gen-2/Gen-3 AMV8 were the lower cam timing sprocket and the timing chain.

What was the "rectangle port" cylinder head design used in early Gen-2 AMC V8 engines?

The "rectangle port" cylinder head was used in Gen-2 AMC V8 engines from 1966 to 1969. The 290 heads featured smaller valves, while the 343 and 390 engines used the same larger valve heads, named for the shape of their exhaust ports.

What were the bore and stroke specifications for the 290 cubic inch Gen-2 AMC V8 engine?

The 290 cubic inch (4.8 L) Gen-2 AMC V8 engine had a bore of 3.75 inches (95.3 mm) and a stroke of 3.28 inches (83.3 mm). It was available in two-barrel (200 hp) and four-barrel (225 hp) carburetor versions.

What were the bore and stroke specifications for the 343 cubic inch Gen-2 AMC V8 engine?

The 343 cubic inch (5.6 L) Gen-2 AMC V8 engine featured a bore of 4.08 inches (103.6 mm) and a stroke of 3.28 inches (83.3 mm). The two-barrel version produced 235 hp, while the optional four-barrel version generated 280 hp.

What made the AMX 390 cubic inch Gen-2 V8 engine a performance-oriented option?

The AMX 390 cubic inch (6.4 L) engine was designed for performance, featuring a forged steel crankshaft and connecting rods for enhanced strength. It produced 315 hp and was built in 1968 and 1969, distinguishing itself from other AMC V8s with these robust internal components.

What were the key changes that defined the third generation (Gen-3) AMC V8 engine starting in 1970?

In 1970, the AMC V8 engines entered their third generation (Gen-3) with significant changes. These included an increased deck height and a new "dog-leg" head design. The stroke was also increased on the 290 and 343 engines, creating the 304 and 360 displacements, respectively.

How did the "dog-leg" cylinder heads in Gen-3 AMC V8 engines improve performance?

The "dog-leg" heads introduced in 1970 on Gen-3 AMC V8 engines improved exhaust flow by approximately 20% compared to the previous rectangular port heads. This was achieved through a larger port area due to the dog leg shape and a convex floor design that smoothed exhaust gas flow into the manifolds, reducing turbulence.

What was the reason for the relocation of the center intake bolts on Gen-3 AMC V8 heads?

The center two intake bolts on each head were relocated on Gen-3 AMC V8 engines to prevent accidental mix-ups between Gen-2 and Gen-3 intake manifolds, ensuring proper installation.

How did the shift from SAE Gross to SAE Net horsepower ratings affect the reported power output of AMC V8 engines?

The shift from SAE Gross to SAE Net horsepower ratings, which occurred around 1972, made reported power figures appear lower. SAE Gross ratings were measured without accessories or exhaust systems, while SAE Net ratings accounted for all factory accessories and systems, providing a more realistic measure of actual engine output.

What were the bore and stroke specifications for the 304 cubic inch Gen-3 AMC V8 engine?

The 304 cubic inch (5.0 L) Gen-3 AMC V8 engine has a bore of 3.75 inches (95.3 mm) and a stroke of 3.44 inches (87.4 mm). It was first produced in 1970.

What were the bore and stroke specifications for the 360 cubic inch Gen-3 AMC V8 engine?

The 360 cubic inch (5.9 L) Gen-3 AMC V8 engine has a bore of 4.08 inches (103.6 mm) and a stroke of 3.44 inches (87.4 mm). This engine was introduced in 1970.

What were the bore and stroke specifications for the 401 cubic inch Gen-3 AMC V8 engine?

The 401 cubic inch (6.6 L) Gen-3 AMC V8 engine has a bore of 4.165 inches (105.8 mm) and a stroke of 3.68 inches (93.5 mm). It was introduced in 1971.

What was the "Service Replacement" block, and what were its advantages?

A "Service Replacement" block was a modified Gen-3 design based on the 401 casting but with a 360 bore and a thicker deck. This versatile block could be built as any Gen-2 or Gen-3 engine from 343 to 401 displacement, allowing dealers to stock a single block for warranty replacements. The main bearing web area was also thicker, supporting aftermarket four-bolt main caps for heavy-duty and racing applications.

Which AMC V8 engines were used in International Harvester vehicles?

The 304 cubic inch (5.0 L) AMC V8 was used in International Harvester Corporation vehicles. Additionally, the 401 cubic inch (6.6 L) AMC V8 was supplied to International Harvester from late 1973 through 1974 for their Light Line pickup trucks and Travelalls, where it was designated 'V-400'.

What was the "Indy 209" engine, and what were its performance characteristics?

The "Indy 209" was a turbocharged 209 cubic inch (3.4 L) two-valve AMC Gen-2 block V8 engine. Developed by Jerry Grant for Indy car racing between 1976 and 1979, it produced an impressive 1,100 hp (820 kW). However, its weight made cornering challenging.

What were the bore and stroke specifications for the "Indy 209" engine?

The "Indy 209" engine had a bore of 3.75 inches (95.3 mm) and utilized a flat plane crankshaft with a 2.36-inch (59.9 mm) stroke.

When was the AMC V8 engine first offered with electronic fuel injection (EFI)?

The AMC V8 engine was first offered with electronic fuel injection (EFI) in 1957, specifically on the 327 cubic inch model with the "Electrojector" system.

What was the purpose of the "Go Package" offered by AMC?

The "Go Package" was a performance enhancement option offered by AMC, typically including a four-barrel carburetor, dual exhaust, and other upgrades to increase engine power and performance.

Which AMC V8 engine was standard in the 1974 Bricklin SV-1 sports car?

The AMC 360 cubic inch (5.9 L) V8 engine was standard in the 1974 Bricklin SV-1 sports car.

How did the AMC V8 engine design contribute to its durability in high-performance applications?

The AMC V8 engines, particularly the later generations, featured robust construction such as forged steel crankshafts and connecting rods in performance variants like the 390 and 401. This, combined with a strong block design, made them reliable in heavy-duty and high-performance applications, often outperforming comparable engines from other domestic automakers in terms of connecting rod durability.

What is the significance of the "dog-leg" design in the Gen-3 AMC V8 cylinder heads?

The "dog-leg" design in the Gen-3 AMC V8 cylinder heads refers to the shape of the exhaust port. This design increased the port area and smoothed the exhaust flow into the manifolds, resulting in improved performance compared to earlier designs.

When did Chrysler Corporation acquire American Motors Corporation, and what was the impact on AMC V8 engine production?

Chrysler Corporation acquired American Motors Corporation in 1987. Following the acquisition, Chrysler continued manufacturing the AMC "tall-deck" 360 cu in (5.9 L) V8 engine until 1991, primarily for use in the Jeep Grand Wagoneer SUV.

What was the last AMC V8 engine to be manufactured, and in what vehicle was it used until 1991?

The 360 cubic inch (5.9 L) AMC V8 was the last AMC V8 engine to be manufactured. It continued production after Chrysler's acquisition of AMC and was used as the standard engine in the Jeep Grand Wagoneer through 1991.

How did the AMC V8 engine's power ratings change over the years, particularly concerning SAE Gross vs. SAE Net?

AMC V8 engines' power ratings were initially reported using SAE Gross horsepower, which measured peak output without accessories. From 1972 onwards, the industry standard shifted to SAE Net ratings, which measured power with all factory accessories installed, leading to lower reported figures that more accurately reflected real-world performance.

What were the different displacements offered within the Gen-2 AMC V8 engine family?

The Gen-2 AMC V8 engine family offered three main displacements: 290 cubic inches (4.8 L), 343 cubic inches (5.6 L), and 390 cubic inches (6.4 L), produced from 1966 through 1969.

What were the bore and stroke dimensions for the 390 cubic inch Gen-2 AMC V8 engine?

The 390 cubic inch (6.4 L) Gen-2 AMC V8 engine had a bore of 4.165 inches (105.8 mm) and a stroke of 3.574 inches (90.8 mm).

What was the purpose of the "special connecting rod and piston" used in the 1970 AMC 390 engine?

The 1970 AMC 390 engine used a special connecting rod and piston for that year only. This allowed it to maintain its 390 cubic inch displacement while incorporating the increased stroke that was applied to the 304 and 360 engines in the Gen-3 generation, before the 390 itself was stroked to become the 401 in 1971.

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Engine Overview

Core Identity

The AMC V8 refers to two distinct OHV V8 engine designs developed and manufactured by American Motors Corporation (AMC). These engines were pivotal, powering AMC vehicles exclusively from 1956 through 1987, and also found use in Kaiser, International Harvester, marine, and stationary applications.

Production Span

The first generation of AMC V8 engines was produced from 1956 to 1967. A pioneering electronic fuel-injected (EFI) version was planned for the 1957 model year. The second generation, introduced in 1966, saw various displacements and performance variants until its discontinuation. Chrysler continued manufacturing the "tall-deck" 360 cu in (5.9 L) version until 1991 for Jeep applications.

Design Philosophy

AMC's V8 engines were characterized by their relatively lightweight construction, often around 600 lbs (270 kg) for early models. They featured robust internal components like forged crankshafts and connecting rods, contributing to their durability and performance potential, especially in later high-performance variants.

Engine Generations

Gen 1 (1956–1967)

Often referred to as the "Rambler V8" or "Nash V8," this series debuted with displacements ranging from 250 cu in (4.1 L) to 327 cu in (5.4 L). Design efforts leveraged research from Kaiser-Frazer. A notable feature was the experimental "Electrojector" EFI system offered in 1957, though production issues limited its impact.

250 cu in (4.1 L): Introduced in 1956, used through 1961. Available in two- and four-barrel carburetor configurations.
287 cu in (4.7 L): Introduced mid-1963, primarily as an economy V8 option, produced through 1966. Featured two-barrel carburetors.
327 cu in (5.4 L): Debuted in 1957, known for its 4-inch bore. Offered in various states of tune, including a high-performance version for the 1957 Rambler Rebel and later used by Kaiser-Jeep as the "Vigilante" V8.

Gen 2 (1966–1969)

This generation introduced a completely new block design, sometimes called the "short-deck" V8. It utilized "thin-wall" casting technology, reducing weight to around 540 lbs (245 kg). This series featured displacements of 290 cu in (4.8 L), 343 cu in (5.6 L), and the performance-oriented 390 cu in (6.4 L) AMX engine.

290 cu in (4.8 L): Introduced mid-1966, available with two- or four-barrel carburetors, producing 200-225 hp.
343 cu in (5.6 L): Introduced in 1967, offered in 235 hp (2V) and 280 hp (4V) variants.
390 cu in (6.4 L) AMX: Introduced mid-1968, featuring forged steel crankshaft and connecting rods for enhanced strength. Produced 315 hp (standard) and 340 hp (AMX/SS version).

Gen 3 (1970–1991)

Marking the third generation, these engines featured increased deck height and new "dog-leg" cylinder heads for improved exhaust flow. Displacements expanded to 304 cu in (5.0 L), 360 cu in (5.9 L), and 401 cu in (6.6 L). This generation saw the engines adapted for stricter emissions standards and continued use in Jeep vehicles post-AMC acquisition.

304 cu in (5.0 L): Introduced in 1970, initially rated at 210 hp (gross), later adjusted to SAE Net ratings due to emissions controls. Used through 1981 in cars and Jeeps.
360 cu in (5.9 L): Introduced in 1970, available in 2V and 4V configurations, with power ratings varying by year and emissions equipment. It became the last AMC V8 produced, continuing in Jeep Grand Wagoneers until 1991.
401 cu in (6.6 L): Introduced in 1971, featuring forged steel internals like the 390. It was the most powerful AMC V8, rated at 330 hp (gross) in 1971. Production ceased in 1978.

Electronic Fuel Injection

The "Electrojector"

The AMC 327 was slated to be the first production engine with electronic fuel injection (EFI) using the Bendix "Electrojector" system for the 1957 model year. This system was significantly more advanced than contemporary mechanical injection methods.

Early Challenges

Despite initial press reports and price bulletins, the Electrojector system faced teething problems, particularly with cold-weather starting. It's believed that most EFI cars were converted to four-barrel carburetors before sale, with very few, if any, EFI units reaching customers. Similar issues plagued Chrysler's use of the system in 1958.

Legacy

Bendix later licensed its EFI patents to Bosch, which refined the technology into the D-Jetronic system, first introduced in 1967. The early AMC/Bendix EFI effort, though troubled, represented a significant, albeit premature, step in automotive fuel management.

Marine Applications

"Fireball" Engines

Both the 250 cu in (4.1 L) and 327 cu in (5.4 L) AMC V8 engines were adapted for marine use by the Gray Marine Motor Company. Marketed as "Fireball" engines, they offered various horsepower ratings tailored for marine applications.

Availability

Gray Marine began offering the 250 in 1959 and continued using it until 1966. The 327 was utilized as a marine engine through 1967, marking the final year AMC V8s were supplied for this purpose by Gray Marine.

Engine Specifications

Technical Data

The AMC V8 family encompasses a range of displacements and configurations. The following table details key specifications across different model years, including power, torque, compression ratios, and bore/stroke dimensions.

AMC V8 hp, torque, compression, and bore-stroke by year
Year	Displac.-Carb.	Power (hp) (kW)	Torque (lb·ft) (N·m)	Comp. ratio	Bore in (mm)	Stroke in (mm)
1966	287-2B	198 (148) at 4700	280 (380) at 2600	8.7:1	3.75 (95.3)	3.25 (82.6)
	327-2B	250 (186) at 4700	340 (461) at 2600	8.7:1	4 (101.6)
	327-4B	270 (201) at 4700	360 (488) at 2600	9.7:1	4 (101.6)
1967	290-2B	200 (149) at 4700	285 (386) at 2800	8.7:1	3.75 (95.3)	3.28 (83.3)
	290-4B	225 (168) at 4800	300 (407) at 3200	10.0:1	3.75 (95.3)
	343-2B	235 (175) at 4400	345 (468) at 2600	8.7:1	4.08 (103.6)
	343-4B	280 (209) at 4800	365 (495) at 3000	10.2:1	4.08 (103.6)
1968	290-2B	200 (149) at 4600	285 (386) at 2800	9.0:1	3.75 (95.3)
	290-4B	225 (168) at 4700	300 (407) at 3200	10.0:1	3.75 (95.3)
	343-2B	235 (175) at 4400	345 (468) at 2600	9.0:1	4.08 (103.6)
	343-4B	280 (209) at 4800	365 (495) at 3000	10.2:1	4.08 (103.6)
	390-4B	315 (235) at 4600	425 (576) at 3200	10.2:1	4.165 (105.8)	3.574 (90.8)
1969	290-2B	200 (149) at 4600	285 (386) at 2800	9.0:1	3.75 (95.3)	3.28 (83.3)
	290-4B	225 (168) at 4700	300 (407) at 3200	10.0:1	3.75 (95.3)
	343-2B	235 (175) at 4400	345 (468) at 2600	9.0:1	4.08 (103.6)
	343-4B	280 (209) at 4800	365 (495) at 3000	10.2:1	4.08 (103.6)
	390-4B	315 (235) at 4600	425 (576) at 3200	10.2:1	4.165 (105.8)	3.574 (90.8)
	390-4B (SS/AMX)	340 (254) at 4800	430 (583) at 3400	12.2:1	4.165 (105.8)	3.574 (90.8)
1970	304-2B	210 (157) at 4400	305 (413) at 2800	9.0:1	3.75 (95.3)	3.44 (87.4)
	360-2B	245 (183) at 4400	365 (495) at 2600	8.5:1	4.08 (103.6)
	360-4B (early)	290 (216) at 4800	390 (529) at 3000	10.2:1
	360-4B (late)	295 (220) at 4800	395 (536) at 3000	10.5:1
	390-4B	325 (242) at 5000	420 (569) at 3200	10.2:1	4.165 (105.8)	3.574 (90.8)
	390-4B (machine)	340 (254) at 5000	427 (579) at 3600	12.2:1	4.165 (105.8)	3.574 (90.8)
1971	304-2B	210 (157) at 4400	300 (407) at 2600	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B	245 (183) at 4400	365 (495) at 2600	8.5:1	4.08 (103.6)
	360-4B (early)	295 (220) at 4800	395 (536) at 3000	10.5:1
	360-4B (late)	285 (212) at 4800	385 (522) at 3000	9.5:1
	401-4B (early)	335 (250) at 5000	435 (590) at 3400	10.2:1	4.165 (105.8)	3.68 (93.5)
	401-4B (late)	330 (246) at 5000	430 (583) at 3400	9.5:1	4.165 (105.8)	3.68 (93.5)
1972	304-2B	150 (112) at 4200	245 (332) at 2500	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B	170 (127) at 4000	285 (386) at 2400	8.25:1	4.08 (103.6)
	360-4B	195 (145) at 4400	295 (400) at 2900
	360-4B (dual ex)	220 (164) at 4400	315 (427) at 3100
	401-4B	235 (175) at 4600			4.165 (105.8)	3.68 (93.5)
	401-4B (dual ex)	255 (190) at 4600	345 (468) at 3300		4.165 (105.8)	3.68 (93.5)
1973	304-2B	150 (112) at 4200	245 (332) at 2500	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B	170 (127) at 4000	285 (386) at 2400	8.25:1	4.08 (103.6)
	360-4B	195 (145) at 4400	295 (400) at 2900
	360-4B (dual ex)	220 (164) at 4400	315 (427) at 3100
	401-4B	235 (175) at 4600			4.165 (105.8)	3.68 (93.5)
	401-4B (dual ex)	255 (190) at 4600	345 (468) at 3300		4.165 (105.8)	3.68 (93.5)
1974	304-2B	150 (112) at 4200	245 (332) at 2500	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B	170 (127) at 4000	285 (386) at 2400	8.25:1	4.08 (103.6)
	360-4B	195 (145) at 4400	295 (400) at 2900
	360-4B (dual ex)	220 (164) at 4400	315 (427) at 3100
	401-4B	235 (175) at 4600			4.165 (105.8)	3.68 (93.5)
	401-4B (dual ex)	255 (190) at 4600	345 (468) at 3300		4.165 (105.8)	3.68 (93.5)
1975	304-2B	150 (112) at 4200	245 (332) at 2500	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B	175 (130) at 4000	285 (386) at 2400	8.25:1	4.08 (103.6)
	360-4B	195 (145) at 4400	295 (400) at 2900
	360-4B (dual ex)	220 (164) at 4400	315 (427) at 3100
	401-4B	255 (190) at 4600	345 (468) at 3300		4.165 (105.8)	3.68 (93.5)
1976	304-2B	120 (89) at 3200	220 (298) at 2200	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B	140 (104) at 4000	260 (353) at 2400	8.25:1	4.08 (103.6)
	360-4B	180 (134) at 4400	280 (380) at 2800		4.08 (103.6)
	401-4B	215 (160) at 4200	320 (434) at 2800		4.165 (105.8)	3.68 (93.5)
1977	304-2B	121 (90) at 3450	219 (297) at 2000	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B	129 (96) at 3700	245 (332) at 1600	8.25:1	4.08 (103.6)
	360-4B	170 (127) at 3500	280 (380) at 2800		4.08 (103.6)
	401-4B	195 (145) at 3500	305 (413) at 2800		4.165 (105.8)	3.68 (93.5)
1978	304-2B	130 (97) at 3200	238 (323) at 2000	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B	140 (104) at 3350	278 (377) at 2000	8.25:1	4.08 (103.6)
	360-4B				4.08 (103.6)
	401-4B				4.165 (105.8)	3.68 (93.5)
1979	304-2B	125 (93) at 3200	220 (298) at 2400	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B		8.5:1	4.08 (103.6)
	360-4B			4.08 (103.6)
1980	304-2B	125 (93) at 3200	220 (298) at 2400	8.4:1	3.75 (95.3)	3.44 (87.4)
	360-2B				4.08 (103.6)
	360-4B				4.08 (103.6)
1981	304-2B	125 (93) at 3200	220 (298) at 2400	8.4:1	3.75 (95.3)
	360-2B				4.08 (103.6)
	360-4B				4.08 (103.6)
1982	360-2B				4.08 (103.6)
1982	360-4B				4.08 (103.6)
1991	360-2B	144 (107) at 3000	280 (380) at 1600		4.08 (103.6)

Indy 209 Racing Engine

High-Performance Variant

From 1976 to 1979, a turbocharged 209 cu in (3.4 L) AMC Gen-2 V8 engine was utilized in Indy car racing by Jerry Grant. This specialized engine produced an astonishing 1,100 hp (820 kW).

Power vs. Handling

While incredibly powerful on straightaways, the engine's significant weight reportedly posed challenges for cornering performance in the Eagle 74 chassis. The engine featured a 3.75 in (95.3 mm) bore and a flat-plane crankshaft with a 2.36 in (59.9 mm) stroke.

Related Engines & Topics

AMC Engine Family

AMC produced a range of engines alongside its V8s, including inline-four and inline-six configurations. Understanding these provides context for AMC's overall powertrain strategy.

Transmissions & Components

The AMC V8 engines were paired with various transmissions throughout their production. Key components and related systems also played a role in their application.

Corporate Affiliations

AMC's history is intertwined with other automotive entities, influencing engine sourcing and development. Notable affiliations include Nash, Hudson, Jeep, and Renault.

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References

Sessler, p. 228.

The list is compiled from "Performance American Style" (mainly), "American Cars 1946-1975" and various automotive manuals, technical service manuals, published road tests, and AMC's pamphlets.

A full list of references for this article are available at the AMC V8 engine Wikipedia page

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Disclaimer

Important Notice

This page was generated by an Artificial Intelligence and is intended for informational and educational purposes only. The content is based on a snapshot of publicly available data from Wikipedia and may not be entirely accurate, complete, or up-to-date.

This is not automotive engineering advice. The information provided on this website is not a substitute for professional consultation regarding automotive mechanics, engine design, or vehicle restoration. Always refer to official manufacturer documentation and consult with qualified professionals for specific needs.

The creators of this page are not responsible for any errors or omissions, or for any actions taken based on the information provided herein.

AMC V8: The American Powerhouse Engine Chronicle

💡 Dive in with Flashcard Learning! 💡

Engine Overview ℹ️

⚙️ Core Identity

📅 Production Span

💡 Design Philosophy

Engine Generations 📈

1️⃣ Gen 1 (1956–1967)

2️⃣ Gen 2 (1966–1969)

3️⃣ Gen 3 (1970–1991)

Electronic Fuel Injection ⚡

🚀 The "Electrojector"

⚠️ Early Challenges

💡 Legacy

Marine Applications ⚓

🚤 "Fireball" Engines

⏳ Availability

Engine Specifications 📊

📏 Technical Data

Indy 209 Racing Engine 🏁

🏎️ High-Performance Variant

⚖️ Power vs. Handling

Related Engines & Topics 🔗

🚗 AMC Engine Family

🔩 Transmissions & Components

🏛️ Corporate Affiliations

Teacher's Corner 🧑‍🏫

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References

📜 References

Feedback & Support 👍

To report an issue with this page, or to find out ways to support the mission, please click here.

Disclaimer ⚠️

📜 Important Notice

Dive in with Flashcard Learning!

Engine Overview

Core Identity

Production Span

Design Philosophy

Engine Generations

Gen 1 (1956–1967)

Gen 2 (1966–1969)

Gen 3 (1970–1991)

Electronic Fuel Injection

The "Electrojector"

Early Challenges

Legacy

Marine Applications

"Fireball" Engines

Availability

Engine Specifications

Technical Data

Indy 209 Racing Engine

High-Performance Variant

Power vs. Handling

Related Engines & Topics

AMC Engine Family

Transmissions & Components

Corporate Affiliations

Teacher's Corner

True or False?

Test Your Knowledge!

Gamer's Corner

Discover other topics to study!

References

Feedback & Support

Disclaimer

Important Notice