Wagoneer (SJ) models from 1972 until 1984, Cherokee (SJ) from 1974 until 1983, as well as in the full-sized Grand Wagoneer from 1984 through 1991 - becoming one of the last carbureted engines used in an American-built vehicle. The 360 V8 was also installed in the Bricklin SV-1 sports car for the 1974 model year. The 360 was the last AMC V8 to be manufactured. It continued to be produced after Chrysler bought American Motors in 1987 as the standard engine in the Jeep Grand Wagoneer through 1991, with the only modification being the "360" casting replaced with "5.9L" on the side of the block. 390 The AMC V8 produced and of torque in all except the Rebel Machine. This muscle car engine was rated at and of torque due to a different intake. Production only lasted one year (1970) before it was stroked to become the . 401 The produced gross in 1971 and net from 1972 through 1975. In 1976 it was rated at . Like the 390, the 401's crankshaft and connecting rods are forged steel. It was last produced in 1978. The 401 was available in the Javelin, Matador, and Ambassador car lines and in Jeeps from its introduction in 1971 through 1974. In 1975 and 1976, emission controls, insurance rates, and high gasoline prices meant the 401 was available on the large Matador model, and then only for police department orders. Buyers of full-sized Jeeps (Wagoneer, Cherokee, J-10, and J-20) could order a 401 until 1978 (not available in 1979). This engine was also supplied to International Harvester for use as an optional engine in International's Light Line pickup trucks and Travelalls from late 1973 through 1974 where it was designated 'V-400' to differentiate it from IHC's own V/LV series 401. "Service replacement" blocks There was also a "Service Replacement" block made as a modified GEN-3 design. This is a 401 casting (same casting number) without the displacement cast into the side and with a 360 bore and thicker deck. In theory, this single block could be built as any 343-401 GEN-2 or GEN-3 engine. A dealer could stock one or two blocks to use for warranty replacement. The main bearing web area was thicker in the 390, 401, and SR blocks, thick enough that two additional bearing cap bolt holes could be drilled and tapped for an aftermarket four-bolt main cap, providing a stronger