AMC V-8s
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==The Packard/AMC connection== | ==The Packard/AMC connection== | ||
| − | AMC only purchased one V-8 from another manufacturer. That was the Packard 320 cid V-8 for the big 1955 Nash Ambassador and Hudson Hornet models, and the Packard 352 cid V-8 for the 1956 full-size Nash Ambassador and Hudson Hornet. These were equipped only with the Packard Ultramatic automatic transmission. AMC and Packard were supposed to have had a "gentleman's agreement" to cross purchase parts. This was partially to establish a working relationship between the two companies for a possible future merger. As it turned out, Packard felt it was doing AMC a favor by selling AMC V-8s. Packard sent a few bids in to AMC, but they were rejected for being too high- even though AMC was paying a premium for the Packard V-8s. | + | AMC only purchased one make V-8 from another manufacturer. That was the Packard 320 cid V-8 for the big 1955 Nash Ambassador and Hudson Hornet models, and the Packard 352 cid V-8 for the 1956 full-size Nash Ambassador and Hudson Hornet. These were equipped only with the Packard Ultramatic automatic transmission. AMC and Packard were supposed to have had a "gentleman's agreement" to cross purchase parts. This was partially to establish a working relationship between the two companies for a possible future merger. As it turned out, Packard felt it was doing AMC a favor by selling AMC V-8s. Packard sent a few bids in to AMC, but they were rejected for being too high- even though AMC was paying a premium for the Packard V-8s. AMC also discovered later that Packard was installing two head gaskets per side in the V8s they sold AMC, resulting in lower compression and less horsepower in the Packard-powered Hudson Hornets and Nash Ambassadors than the comparable Packard models. |
| − | Needless to say, this incensed AMC management. George Mason, head of AMC, ordered his engineers to get him a V-8 as soon as possible. Just 18 months after receiving the order, AMC introduced a 250 cid V-8 in mid 1956. It was only used in the Nash Ambassador Special and Hudson Hornet Special. The Specials were really | + | Needless to say, this incensed AMC management. George Mason, head of AMC, ordered his engineers to get him a V-8 as soon as possible. Just 18 months after receiving the order, AMC introduced a 250 cid V-8 in mid 1956. It initially was only used in the Nash Ambassador Special and Hudson Hornet Special. The Specials were really Statesman/Wasp models with Ambassador/Hornet trim, and they were only available as 4-door sedans and 2-door hardtops. The Statesman/Wasp bodies were built on a shorter wheelbase [114.25" vs. 121.25"] and lighter [3265 lbs. vs. 3495 lbs., curb weight] than the bigger cars. Using that platform helped improve the little 190-hp 250 cid V-8's power-to-weight ratio. |
| − | + | Eighteen months from drawing board to production doesn't sound all that short today, but in the era of slide rules and drafting boards (no computer modeling or even calculators!) it was phenomenal. One of the ways the AMC Engineering Department worked this miracle was to hire David Potter from Kaiser-Frazer. He had previously worked with Continental Engines (owned by Kaiser Industries) on a 288 cid V-8 intended for the Kaiser-Frazer line, however Kaiser had since purchased Willys-Overland resulting in a change of its priorities; from making cars, to making the more popular Jeeps. AMC literature reports that "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." AMC concluded in their announcement of the new engine saying "In short, our objective was an engine with maximum flexibility with regard to future displacement requirements without sacrificing any of the performance features of the power-plant. Economy of operation and manufacturing processes, along with excellent weight and durability characteristics, were all part of our aims. We think that we have succeeded in reaching these objectives, and have produced an engine that is second to none. It is an engine of which we are justly proud." | |
The new-for-1956 640 lb. Rambler V8 (fully assembled 'long block') was lighter at that time than all other US V8 engines, except for the 1955 Chevrolet 'small block'. And when speaking about their intake and exhaust port designs, AMC reported that "the theoretical gas velocity through the valve is lower than that of any automotive engine on the market today" & "Exceptionally close liaison was maintained with our manufacturing personnel during the design and development stages of the engine". As a result, many economies in fabricating and tooling processes were built into the original design and have since been carried through into production. | The new-for-1956 640 lb. Rambler V8 (fully assembled 'long block') was lighter at that time than all other US V8 engines, except for the 1955 Chevrolet 'small block'. And when speaking about their intake and exhaust port designs, AMC reported that "the theoretical gas velocity through the valve is lower than that of any automotive engine on the market today" & "Exceptionally close liaison was maintained with our manufacturing personnel during the design and development stages of the engine". As a result, many economies in fabricating and tooling processes were built into the original design and have since been carried through into production. | ||
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