Automatic transmissions:
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|bgcolor="#FFF8DC" align = "center"|'''327'''|
|align = "center" |1956||align = "center" |2V||210 @ ????||align = "center" |N/A||Late 1956 big Nash/Hudson models only
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|bgcolor="#FFF8DC" align = "center"|'''327'''||1957||align = "center" |EFI'''*'''||288 @ ????||align = "center" |N/A||align = "center"|1957 Rebel engineering prototypes only
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|1957||align = "center" |EFI'''*'''||288 @ ????||align = "center" |N/A||align = "center"|1957 Rebel engineering prototypes only
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| bgcolor="#ffffff"| ||align = "center" |1957||align = "center" |4V||255 @ ????||align = "center" |N/A
| bgcolor="#ffffff"| ||align = "center" |1957||align = "center" |4V||255 @ ????||align = "center" |N/A
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| bgcolor="#ffffff"| ||1958-'66||align = "center" |2V||250 @ 4900||align = "center" |340 @ 2600
| bgcolor="#ffffff"| ||1958-'66||align = "center" |2V||250 @ 4900||align = "center" |340 @ 2600
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'''<nowiki>*</nowiki>'''Bendix Electrojector. AMC decided it wasn't reliable enough at the last minute and pulled it as an available option. Sources vary on the number built, only two can be verified; they showed up at Daytona Speed week in
late 1956
where manufacturers were showcasing their new products. An Electrojector-equipped 1957 Rebel was the second fastest car in Daytona from 0-60 mph. It was beat only by a Rochester FI Corvette. It easily outpaced larger Hemi powered (354 and 392 cid) cars, but it must be pointed out that those engines were also in larger, heavier cars (a 1957 Rambler Rebel weighed around 3400 pounds, a Chrysler 300C weighed 5000 pounds).
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'''<nowiki>*</nowiki>'''Bendix Electrojector. AMC decided it wasn't reliable enough at the last minute and pulled it as an available option. Sources vary on the number built, only two can be verified; they showed up at Daytona Speed week in
February 1957
where manufacturers were showcasing their new products. An Electrojector-equipped 1957 Rebel was the second fastest car in Daytona from 0-60 mph. It was beat only by a Rochester FI Corvette. It easily outpaced larger Hemi powered (354 and 392 cid) cars, but it must be pointed out that those engines were also in larger, heavier cars (a 1957 Rambler Rebel weighed around 3400 pounds, a Chrysler 300C weighed 5000 pounds).
==Performance upgrades==
==Performance upgrades==
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*287 -- 3169824
*287 -- 3169824
*327
*327
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**
1956
-'62:
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**
1957
-'62:
***3144932
***3144932
***3147230
***3147230
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==Applications==
==Applications==
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The 327 was used in the 1957 Rambler Rebel, the 1957 Nash and Hudson big cars (no Ramblers) and all 1958-'64 Rambler Ambassadors. It was also available in the 1965-'66 Marlin and Ambassador. All 1957-'59 327 cid engines have Holley 4150c
or Carter WCFB
4V carbs and 9.0:1 to 9.7:1 compression depending on application, as do all 1960-'66 4V models. The 1960-'66 base 327 has a Holley 2V carb and 8.7:1 compression. All 4V models also had dual exhaust. The carburetor is rather small at 450-500 cfm, which limits power somewhat.
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The 327 was used in the 1957 Rambler Rebel, the 1957 Nash and Hudson big cars (no Ramblers) and all 1958-'64 Rambler Ambassadors. It was also available in the 1965-'66 Marlin and Ambassador. All 1957
327 cid engines have Carter WCFB 4V carbs, and '58
-'59 327 cid engines have Holley 4150c 4V carbs and 9.0:1 to 9.7:1 compression depending on application, as do all 1960-'66 4V models. The 1960-'66 base 327 has a Holley 2V carb and 8.7:1 compression. All 4V models also had dual exhaust. The carburetor is rather small at 450-500 cfm, which limits power somewhat.
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The 250 was only used in the mid-1956 Nash/Hudson Specials, 1957 Rambler V-8 (other than the Rebel), and 1958-'61 Rambler Rebel models (I know, it can be confusing, but all V-8 Ramblers used the Rebel nameplate 1958-'61). Base 2V models have Carter WCD 2V carbs and 8.7:1 compression. All 4V models use a Holley 4150C carb with 8.7:1 compression and dual exhaust.
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The 250 was only used in the mid-1956 Nash/Hudson Specials, 1957 Rambler V-8 (other than the Rebel), and 1958-'61 Rambler Rebel models (I know, it can be confusing, but all V-8 Ramblers used the Rebel nameplate 1958-'61). Base 2V models have Carter WCD 2V carbs and 8.7:1 compression. All
'57
4V models use a
Carter WCFB 4V carb, and '58-51 4V models used the
Holley 4150C carb with 8.7:1 compression and dual exhaust.
The 287 appeared in mid 1963. When AMC dropped the 250 there was no V-8 except for the higher priced Ambassador. Dealers complained, and AMC made the 287 available in the Classic in mid 1963. All factory 287s came with a Holley 2V carb, no 4V option. The 4V intake from a 250 or 327 bolts right on, however, and many people have done so.
The 287 appeared in mid 1963. When AMC dropped the 250 there was no V-8 except for the higher priced Ambassador. Dealers complained, and AMC made the 287 available in the Classic in mid 1963. All factory 287s came with a Holley 2V carb, no 4V option. The 4V intake from a 250 or 327 bolts right on, however, and many people have done so.
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==Transmissions==
==Transmissions==
===Automatic transmissions===
===Automatic transmissions===
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AMC used GM hydramatic transmissions in 1957 switching
later
to a Borg-Warner automatic transmission behind their Gen-1 engine. Only manual transmissions were used in the 1956 Specials. AMC called the GM automatic "Flashaway" and the Borg-Warner transmission "Flash-O-Matic". It's a three speed cast iron case Borg-Warner Model 8 with a vacuum modulator valve. The column shift quadrant will read P-R-N-2-D-1-L. The 1 and 2 are small.
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AMC used GM hydramatic transmissions in 1957 switching
in the '58 model year
to a Borg-Warner automatic transmission behind their Gen-1 engine. Only manual transmissions were used in the 1956 Specials. AMC called the GM automatic "Flashaway" and the Borg-Warner transmission "Flash-O-Matic". It's a three speed cast iron case Borg-Warner Model 8 with a vacuum modulator valve. The column shift quadrant will read P-R-N-2-D-1-L. The 1 and 2 are small.
A dash mounted push-button shifter mechanism was used in the Rambler 6 and Ambassador from 1958-'62. The American models used a column shifter. The push-buttons were marked N-R-D2-D1-L, with a Park lever under the dash. P-R-N are self explanatory. In D2 the transmission will act like a two speed. It starts in second gear and shifts to third, downshifts only to second. This was mainly used for slippery conditions such as driving in snow or ice. Using second gear prevented excessive wheel spin. Many people think they have a two speed transmission because this is the third forward position on the transmission. Slip it down to D1, however, and you'll find the missing gear! In D1 the trans shifts from first through third and back down. L (low) is first gear only, no up shifts. The trans can safely be shifted into Low at any speed. As a safety feature the trans will not shift down until it has reached a safe speed to do so. If in third it will got to second, then down to first once a safe speed is reached. It will not shift back up until shifted into D1 or D2. To manually shift through the gears start in L, shift up to D1 then as soon as the trans shifts, go back to L. It won't downshift if accelerating. When ready for third gear go back to D1.
A dash mounted push-button shifter mechanism was used in the Rambler 6 and Ambassador from 1958-'62. The American models used a column shifter. The push-buttons were marked N-R-D2-D1-L, with a Park lever under the dash. P-R-N are self explanatory. In D2 the transmission will act like a two speed. It starts in second gear and shifts to third, downshifts only to second. This was mainly used for slippery conditions such as driving in snow or ice. Using second gear prevented excessive wheel spin. Many people think they have a two speed transmission because this is the third forward position on the transmission. Slip it down to D1, however, and you'll find the missing gear! In D1 the trans shifts from first through third and back down. L (low) is first gear only, no up shifts. The trans can safely be shifted into Low at any speed. As a safety feature the trans will not shift down until it has reached a safe speed to do so. If in third it will got to second, then down to first once a safe speed is reached. It will not shift back up until shifted into D1 or D2. To manually shift through the gears start in L, shift up to D1 then as soon as the trans shifts, go back to L. It won't downshift if accelerating. When ready for third gear go back to D1.
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1965-'66 models used a throttle valve cable instead of a vacuum modulator to control internal pressure. This is the M-10, internally similar to the M-8 except for the TV cable and valve body. The cable '''must''' be connected for the transmission to work correctly! Otherwise it will burn up like a cable equipped GM TH700R4 or a Chrysler transmission without the "kick-down" linkage connected. An electric solenoid inside the valve body controls kick-down (passing gear). A switch on the throttle linkage (usually on the engine) is activated at wide open throttle to force a downshift for passing, etc. It will not kick down over a certain speed, usually in the 60-70 mph range.
1965-'66 models used a throttle valve cable instead of a vacuum modulator to control internal pressure. This is the M-10, internally similar to the M-8 except for the TV cable and valve body. The cable '''must''' be connected for the transmission to work correctly! Otherwise it will burn up like a cable equipped GM TH700R4 or a Chrysler transmission without the "kick-down" linkage connected. An electric solenoid inside the valve body controls kick-down (passing gear). A switch on the throttle linkage (usually on the engine) is activated at wide open throttle to force a downshift for passing, etc. It will not kick down over a certain speed, usually in the 60-70 mph range.
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These are reasonably heavy duty transmissions. They are equivalent to a Ford-O-Matic three speed, which were used behind their 352 and 390 cid engines. In fact, they are nearly identical. Borg-Warner, Studebaker, and Ford formed a development team for an auto trans in the early 1950s and introduced one around 1953-'54. Ford contracted to buy 50% of their automatic transmission from Borg-Warner through 1958, and built a factory to build the other 50% on their own. That's why the same trans kit will work with Borg-Warner and several Ford auto
trannys,
BUT it '''is not''' a Ford transmission! The Ford transmissions '''should''' bolt to the AMC bellhousing, no one I know has tried since the older Ford transmissions and parts availability is about the same as the Borg-Warner units.
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These are reasonably heavy duty transmissions. They are equivalent to a Ford-O-Matic
or FMX
three speed, which were used behind their 352 and 390 cid engines. In fact, they are nearly identical. Borg-Warner, Studebaker, and Ford formed a development team for an auto trans in the early 1950s and introduced one around 1953-'54. Ford contracted to buy 50% of their automatic transmission from Borg-Warner through 1958, and built a factory to build the other 50% on their own. That's why the same trans kit will work with Borg-Warner and several Ford auto
transmissions;
BUT it '''is not''' a Ford transmission! The Ford transmissions '''should''' bolt to the AMC bellhousing, no one I know has tried since the older Ford transmissions and parts availability is about the same as the Borg-Warner units.
The only "problem" with these transmissions is finding someone familiar with rebuilding them, and that there are no performance parts. Most good performance torque converter shops can rebuild the stock converter, and should be able to change the stall speed. Some are busy enough with more familiar/popular transmissions that they don't work on odd-balls like this any more. The only other performance mod is to change the line and/or converter pressure valve springs. There are no springs made specifically for this purpose, but some have either stretched or shimmed the stock springs or replaced them with other springs they have found, but this takes some searching and experimenting, so be careful!
The only "problem" with these transmissions is finding someone familiar with rebuilding them, and that there are no performance parts. Most good performance torque converter shops can rebuild the stock converter, and should be able to change the stall speed. Some are busy enough with more familiar/popular transmissions that they don't work on odd-balls like this any more. The only other performance mod is to change the line and/or converter pressure valve springs. There are no springs made specifically for this purpose, but some have either stretched or shimmed the stock springs or replaced them with other springs they have found, but this takes some searching and experimenting, so be careful!
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Parts are available from several old auto trans sources. [www.nwtparts.com Northwest Transmission], Fatsco (www.fatsco.com), and Dave Edwards (www.autotran.us) are good sources.
Parts are available from several old auto trans sources. [www.nwtparts.com Northwest Transmission], Fatsco (www.fatsco.com), and Dave Edwards (www.autotran.us) are good sources.
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Kaiser Jeeps used a TH400 in the Wagoneer and pickup from 1963-'67. It's the "universal" TH400, which was the Buick Nailhead model. Buick Nailhead engines have a deep flange on the back of the block covering the flexplate/flywheel which require a shallower bellhousing than other GM engines. That shallow bellhousing left room to make an adapter without adding length to the engine/trans, so GM sold it as a "universal" model and continued production a few years after the Nailhead
bit the dust
. If you get one make sure you get the 1-1/2" to 2" thick cast iron adapter as well as the flexplate and spacer. The crank will need a pilot bushing to match the flexplate. As stated, a Nailhead TH400 will work if you get just the adapter. Rolls-Royce and Jaguar used the universal TH400, among other smaller makers who didn't need enough units to warrant casting a new case. If using another AMC sourced transmission behind a former Jeep 327 with auto, make sure the thin pilot bushing is removed first.
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Kaiser Jeeps used a TH400 in the Wagoneer and pickup from 1963-'67. It's the "universal" TH400, which was the Buick Nailhead model. Buick Nailhead engines have a deep flange on the back of the block covering the flexplate/flywheel which require a shallower bellhousing than other GM engines. That shallow bellhousing left room to make an adapter without adding length to the engine/trans, so GM sold it as a "universal" model and continued production a few years after the Nailhead
was discontinued
. If you get one
,
make sure you get the 1-1/2" to 2" thick cast iron adapter as well as the flexplate and spacer. The crank will need a pilot bushing to match the flexplate. As stated, a Nailhead TH400 will work if you get just the adapter. Rolls-Royce and Jaguar used the universal TH400, among other smaller makers who didn't need enough units to warrant casting a new case. If using another AMC sourced transmission behind a former Jeep 327 with auto, make sure the thin pilot bushing is removed first.
===Manual transmissions===
===Manual transmissions===