The AMC V8 may refer to either of two distinct OHV V8 engine designs that were developed and manufactured by American Motors Corporation (AMC). The engines were used in cars and trucks by AMC, Kaiser, and International Harvester as well as in marine and stationary applications.
The first design was produced from 1956 through 1967. An Electrojector version was to be the first commercial electronic fuel injected (EFI) production engine for the 1957 model year.
The second design was introduced in 1966 and became available in several displacements over the years as well as in high-performance and racing versions.
In 1987, Chrysler Corporation acquired AMC and continued manufacturing the AMC "tall-deck" version until 1991 for use in the Jeep Grand Wagoneer SUV.
American Motors Corporation 'Rambler V8' (1956–1967) This engine is most commonly referred to as the Rambler V8. It's also referred to as the AMC GEN1 (first generation AMC V-8) and sometimes as the Nash V8.
Design work on AMC's first V8 engine began in 1954, yielding an engine produced in three displacements between and from 1956 until 1966 - including a pioneering electronic fuel injected (EFI) "Electrojector" in that larger size beginning in 1957.
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. This was a prelude to a possible merger of the two companies at a later date, but that never occurred. With the industry-wide acceptance of V8 engine designs after World War II, AMC started buying 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, but these were rejected as too expensive. George W. Romney, AMC's new leader, decided against further relationships with Packard shortly after entering the position of CEO in October 1954 after Mason's sudden death. It is said that Romney gave orders to design an in-house V8 engine as quickly as possible.
Directly quoting the original 1956 SAE Article entitled "The New American Motors V8": 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."
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 effots that were done by Kaiser-Frazer for engines that never reached production. One of AMC's engineers, David Potter, had worked on developing V8 engines for Kaiser-Frazer.
American Motor's first V8 engine debuted having in 1956 with a version in 1957. Production of the 250 was discontinued with a new version replacing it in 1963.
All these engines share common external dimensions, lightweight - about - forged crankshaft and rods, as well as most other parts. The stroke for all Gen-1 V8s is . Engine displacement was a factor of the bore: the has a bore, , and the a 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 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 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.