need a transmission for this odd 50's V-8

As noted, the only direct bolt ups are car transmissions, the Borg-Warner trans that's near identical to Ford albeit with a push-button valve body, and the various manual transmissions.

Now by 1968 Jeep trucks were usng a TH400, so it's possible an adapter exists that will let you bolt the 327 block to either a BOP case or a Nailhead case trans. I forget what year they went from the latter to the former, but they did for a couple years use an adapter that would connect the BOP pattern Buick V6 and V8 to the nailhead case TH400.

 

O/T reply, but is the Chris Craft being repowered, or is it too far gone to restore? Hate to see any old Chris Craft go to the scrap yard.........

 

The "Flashomatic" was actually a Borg Warner T35. Also heard it referred to, derisively, as a "Flash-In-The-Pan".

 

AMC used Borg Warner automatics during the years they made the 327. It was part of an engine series that ran from 1956 to 1966.

Jeep Wagoneers used the 327 in 1965 and 1966 only.

After 1966, AMC replaced this engine with a brand new design. The bellhousings and transmissions do not interchange.

So, you are looking for a 1956 - 66 Rambler or 65-66 Jeep bellhousing flywheel and clutch.

Smaller Ramblers like the Classic used an open driveshaft. Only the Ambassador had torque tube drive. Wouldn't affect the bellhousing either way.

 

Those 327" AMCs are the most under-rated engine of the '50s-60s. They are hell-for-stout, will run strong and forever.

Legend has it the engine design was done for the Kaiser-Frazer, but never used. The engineer was hired to bring it over to AMC when the proposed merger with Studebaker-Packard fell apart and the deal with the Packard V8 wasn't working out and AMC wanted to put something together quickly.

Most of the AMC bell housings will be the pre-66 Ford-pattern Borg-Warner for the T85 or T86 overdrive. Both are excellent trannies, but the T85 is much stronger.

I can't recall the input shaft length of the early V8, but the later AMC V8 uses a very long input shaft which won't interchange with any other makes.

If you find a bell housing, measure the input shaft length - the distance from the bottom of the pilot bearing bore to the tranny face of the bell housing - and let us know.

If it's short enough, I've got a couple of old big block Ford T10s which need a new home.

jack vines

 

I believe the opposite rotation unit can be changed by using the automotive cam and dissy? That said, I like the "twin power plants" idea; You'd have the only street rod like it !!

4TTRUK

 

There is very little need to screw around with the 4.62 gear set. With just about any 5/6 speed, the overdrive ratio will be around .7 so your new final will be around 3.2...perfect for a lot of driving.

As for the trans, it is hard to believe that some sort of manual bell is not available. As mentioned, check with the AMC /Jeep forums. Worse case scenario is a one-off adapter.

.

 

Take the reverse-rotation engine and install it in a car with a flipped differential.

That would be a conversation starter!

 

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New as a 250 in 1956.
http://www.wps.com/AMC/Rambler-327/The New American Motors V-8 Engine (SAE Paper details).htm

Bored 1/2 inch to 4 inch and become not-a-Chevy 327 in 1957.
Note in 1958 Chevy introduced the 348, saying in the 348 SAE paper that they could not increase the 283's bore to 4 inch with then current casting technology with out going to siamesed bores which they did not want to do.

 

Interesting read! Thanks for posting.

.

 

Getting way OT, but GM would never spend a nickel on engineering if they could return it to the investors as a dividend. Ford had to show Chevy how to make it. The new thin-wall 221"/260"/289"/302" was so much better and lighter, Chevy had to change their thirty-year-old-stovebolt foundry techniques to compete. What they didn't want to spend the money to do update the 283" was suddenly possible and we got the 327"/350". When they went to siamesed bores with the 400" there were the expected overheating problems, compounded by smog-era retarded ignition timing.

Back to your AMC - you've got a fine base for a '50s-60s build. They're as strong, durable and powerful as anything in that era. The only downside is you'll have to scratch for the hot rod parts.

I came across three NOS Isky cams some years back and the Rambler guys fought to buy them from me. My refusal to put them on eBay cost some profit, but for me finding a good home for classic parts is more important than making eBay stockholders rich.

jack vines