Pretty sure that the truck tall deck blocks had big heavy pistons with 4 ring grooves. All of them had the real small port heads and small duration cams for lower end torque. The 366 is a smaller bore 396, with the same stroke as the 396 for the torque. 427 tall deck blocks are common in drag racing. You can get specific tall deck intakes for performance use, or use spacers as low-budget kinda half-assed solution. Any BBC heads swap between the low deck and tall deck versions.
They might as well have used the much lighter Chevy block, since the main reason for abandoning the Nash block was for producing lighter thin-wall casted AMC engines
Unlike the 350, the 302 is oversquare, meaning it'll rev higher. Drop one in and embarass those who attempted laughing at you. Here, a BMW 501 which was once Germany's fastest sedan: Here, a close-up on that V-8 built and dropped into a sportscar:
6.3 liters is around 400 cubes. That engine would take on 7 liter muscle cars (around 425, 426 or 427 cubes), stock and without aftermarket headers. In fact, that engine wasn't originally meant for the mercedes it eventually get dropped in. But, for a model which was much heavier. Tell 'em jay:
International made a huge 549 c.i. gas engine. I think later used for the basis for their 550 c.i. diesel.
There were only 2-3 AMC Gen1 (or Rambler) V-8s made. They were made by Alcoa and given to AMC for evaluation. They weren't contracted by AMC, Alcoa made the blocks and heads on their own to demonstrate the weight savings of aluminum. I think they made engines for several other car makers also. Cast iron was cheaper at the time, and longevity of aluminum unproven, and common anti-freeze wasn't compatible with aluminum -- had to buy special, more expensive anti-freeze. AMC made an aluminum six from 61-63. Anti-freeze and corrosion was a big issue. The design featured a die cast block and required diligence on keeping the head bolts tight (used a cast iron head). It was durable enough with cast iron liners, but most people simply didn't want them because they had more faith in cast iron at the time. The only advantage was it weighed about 75 pounds less and steered a bit easier without power steering. Cost more to make, maintain (higher cost anti-freeze), and couldn't produce enough to get costs down, so it was dropped. It came stock on the top of the line models, but iron engine was a no-cost option. It was a bit over $100 more than the iron model in other cars.
With today's cheap connecting rods, you can use 6.585" BBC rods in a truck engine and use regular 3 ring car pistons. Longer pushrods, a slip collar distributor, and the aforementioned intake spacers and you have a tall deck BBC that will take any short deck (car) BBC part. Nothing wrong with the 427 TRUCK engine.
A Nash 327 had bigger rod and main bearings and a different bore centers than a Chevy what guts could you use?
What's more oddball than this 225 hp Nash 327 Fireball with dual side draft carburetors? The counter rotating one sitting next to it in my 1958 Chris Craft.
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