[AMC-List] 65 Wagoneer for sale - no motor, no title

[<francis.swygert@xxxxxxxxxxxxxxxxxx>]

What do you need to know about the engine? You can't get ready made
speed parts for it, but it responds to anything you'd do to a newer one.
Rebuild parts are more expensive, but can be found at Kanter (e-mail or
call if not shown on www.kanter.com) and some AMC vendors like Galvins
(www.ramblerparts.com) and Blaser's (www.blaserauto.com). Few prts other
than tune-up and maybe fuel and water pumps will be available from the
local parts stores. NAPA will be the one most likely to be able to get
parts, as the engines were used in a few industrial applications and by
Graymarine for boats. 

The only hindrance to using the engine in mainly stock form is the
transmission bolt pattern. It's strictly AMC, and unique to the GEN-1
V-8 (56-61 250, 63-66 287, 57-66 327). Jeep did, however, use a TH-400
behind the 327. This was not a standard Chevy pattern trans though. It
was the "universal" TH-400 -- the Buick "Nailhead" trans. GM sold this
to several other companies -- Jeep and Jaguar the most notable -- for
use with an adapter. The Buick Nailhead V-8 had a deep flange for the
trans, so the bell had to be an inch or so shorter for that engine. This
made it ideal for other applications that needed an adapter. The AMC 327
adapter is about an inch thick and made of cast iron. Other than the
case it's a regular TH-400. The adapter can be hard to find, and I think
there is a spacer required for the torque converter. The spacer can be
made easy enough, it's usually not pulled with the adapter as people
simply don't realize it's there. 

All parts among the three sizes interchange. The 250 used solid lifters,
the others hydraulics. The 250 also has smaller valves -- I'm pretty
sure the 287 and 327 use the same size valves. The crank and rods are
the same for all three, and are forged steel. The difference is the
bores: 250 - 3.50", 287 - 3.75", 327 - 4.00". The bore is cast in the
block just behind the right cylinder head. It's on top, not behind the
bell, but it's very hard to see with the engine in the car and the heads
on. A small flashlight and inspection mirror come in handy! Should be
more room in the Jeep, but Jeep only used the 327. 

The 250 was used in the 56 Nash Ambassador Special and 56 Hudson Hornet
Special two door sedans that first year. These were actually the shorter
wheelbase (and a little lighter) Statesman and Wasp bodies with Ambo and
Hornet trim. In 57 the full size Ambo/Hornet got the 327 and the 250 was
put in the Rambler. The exception was the special edition 327 Rebel.
Starting in 1958 the 250 went into the Rambler Rebel exclusively. This
ws the same as the Rambler Six, just the V-8. The Rebel was given it's
own name and series number though (Series 20). The 250 was dropped after
1961. The 62 Ambo and Classic shared the same wheelbase, and AMC made
the V-8 exclusive to the Ambo to further differentiate the cars. Dealers
didn't like this because of the price premium of the Ambo (most of which
they ordered with or dealer installed dress up options). AMC responded
by coming out with the 287 as an option for the Classic in mid 63. It
was only used in the Classic -- you still had to buy an Ambo to get the
big V-8. Americans didn't get a V-8 until the 1966 intro of the smaller
GEN-2 290. Only the 290 was made in 66. The 343 was introduced in 67
when the GEN-1 was dropped. It is believed that AMC kept building the
327, at least in batches, through at least 1967 for use in Jeeps, by
Graymarine, and maybe some industrial applications. May have been in
limited production through 1968 or 69 for warranty work. 

Hope this helps!
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