Transcript AMCman Ramblings

AMCman Ramblings
VOLUME 2 NUMBER 5
NEWSLETTER OF THE AMC MANITOBA CAR CLUB
Nov. 06. – Jan. 07
Feature car: Dan Funk’s 67 Marlin
www.amcman.com
FOR ALL WHO HAVE AN INTEREST IN THE CARS PRODUCED BY AMERICAN MOTORS, JEEP, RAMBLER,
NASH, HUDSON, TERRAPLANE AND JEFFERY FROM 1902 TO 1987
From the President
AMC guys are all a little different. AMC cars are all a
little different.
examples: who would spend $25,000+ & years of their
life restoring a 4 door 1955 sedan.( check out the
pictures of the Garden City Car Show & the beautifully
restored 4 door 55 Nash ), or was there ever a more
unique car ever built than the 69 SC/Rambler.
Well I say different is good. The first year I had my
Javelin, I entered the parade going down Portage from
the Stadium & later staged downtown at the Cruzin
Down Town event. In the parade & later where I was
directed to park was next to an absolutely striking 69
Camaro that was restored beautifully with a fully dressed
& detailed in chrome Big Block. The owner of the
Camaro was a nice enough person but became very
annoyed with me & my car.
After hours of sitting observing most spectators bypassing his baby & stopping to look closely
at the Javelin, many had positive comments & asked lots of questions about my car. I was
also asked to consider showing my car in the next World Of Wheels show as I was sitting next
to my agitated neighbor.
My point here is most people appreciate us & our cars. So be proud of your "different" car
& I hope that you get as much gratification as I have experienced these past couple years. (
even if it hasn't shown the same increase in dollar value as some fancy Chevy or Mopar.)
This is a quote from the February 2007 issue of Hemmings Classic Cars story on restoring a 58
Ambassador:
" joining an owners club is one of the most rewarding experiences anyone can enjoy in this
hobby. AMC fans have fervor in vast amounts, certainly, but they also have empathy for
anyone who takes custody of one of their beloved Nashes and are always ready to help"
Robin Carruthers
From the Vice President
Robin, Gerry and I met with Morton Moolde (Casino
Hospitality Manager) he has informed us our car
show has been approved and will be held at Club
Regent Sunday June 10/07.
Club Member Brock Philip has purchased a 1974
Javelin race car which will be running at Gimli this
summer. We are hoping to feature Brocks race car
in an up coming newsletter.
Jim L”Esperance
From the Editor:
This issue we have one of the best restored
cars in the club, you can not get any better
interior than what is in Dan’s Marlin. Our
other story is about 2 more AMX’s getting
ready to hit the streets. After that long
stretch of cold weather I am eager to go and
see the cars at World of Wheels and
RodORamma. If you are thinking about
putting your car in contact Robin or Jim,
they should be able to get you entry forms.
If you have any story or tech. Ideas, take
some pictures, write a story and email them
to me at [email protected]
Chris Penny
To be eligible for membership, all you have to be is a true AMC
enthusiast. Ownership of an AMC is not required.
Club Executive:
Robin Carruthers ([email protected])
Jim L’Esperance ([email protected])
Gerry Saunders ([email protected])
Chris Penny ([email protected])
Board: Kurt Dmytruk, Duane Beach
Bob Mai ([email protected])
All American Motors, Jeep, Rambler, Nash, Hudson and Jeffery
models from 1902 to 1987 are recognized by the club.
Members will be added to a group e-mail and will receive a
quarterly newsletter in the mail. Club event announcements
will be sent out via e-mail and printed in the newsletter.
You can use this form to join the club or e-mail
[email protected] to request membership or to
change your membership details.
NAME:_______________________________________________________
ADDRESS:____________________________________________________
CITY:_____________________PROV:_________POSTAL CODE:_________
HOME PHONE:______________WORK PHONE:_______________________
E-MAIL ADDRESS:______________________________________________
VEHICLE YEAR / MODEL:_________________________ENGINE:_________
TRANS:______________COLOUR:_________________________________
OPTIONS/REATURES:___________________________________________
*If available, send along photos of your car for our files. If you own more than one vehicle, please attach details.
Mail payment to : AMC MANITOBA CAR CLUB
3 McMURRAY BAY
WINNIPEG, MB R2M 4G3
Annual dues are $15.00 and include a club window sticker, a quarterly newsletter, free classifieds, updated
membership roster, picture of your car on the website and invitations to all monthly meetings and club sponsored
events. Website: WWW.amcman.com
Motor Trend May 1967 Marlin & Charger
Caught in the middle, but far from homeless, are the Marlin from AMC and Dodge’s Charger.
Neither has the compactness of the basic sports-personal archtypes such as Mustang and
Camaro, nor the posh elegance to social climb their way into the company of the luxurypersonals: Eldorado, Riviera, etc. Not that they attempt to anyway.
Each is looking for its own home in this fast-growing market. Most likely competition (in
philosophy rather than sales volume) comes from Cougar and Firebird, both upgraded
variations of smaller cars but with more of a performance image. Both aim at the driver who
wants a sporty-type car, but who doesn’t want to give up room and comfort and isn’t ready to
move into the more expensive category.
Charger assumes that the man interested in such a car also wants performance and will spring
for bigger engines. American Motors takes a more conservative view of Marlin’s prospective
buyer, believing him more interested in the sporty look rather than the sporty reality. Both
are large cars which fill all of the average marked parking space but neither drives like a
monster, so they have some justification in claiming the sporty image.
The Charger, which had a late introduction in 1966, makes no external changes for 1967. The
Marlin has been with us since 1965, when it received a rather chilly reception from the buying
public. To offset this and to restore the sense of freshness it has an all-new front-end
treatment but still retains the tapering fastback so reminiscent of the Tucker.
Seeking a corner of this market untouched by the competition, AMC emphasizes Marlin as a
sports-personal car for the entire family. This isn’t quite the contradiction in terms that it
seems, for the head of the family spends a fair part of the day alone in the car. It is the only
sports/personal car capable of transporting six adults, so a family with several children does
not have to be a 2-car family, though it probably will be anyway.
Neither has shied away from controversial styling. Both are fastbacks, considered to be the
sportiest shape and the most “in,” thanks to the Sting Ray and several generations of Ferrari.
They have their own distinctive interpretations of the form, and as with anything different,
provoke much dispute over what is really a matter of personal taste. Not even the CamaroFirebird shell inspires such a polarization of opinion.
Powertrain & Performance
Competition-oriented Dodge built up Charger’s image as a hot one on both the NASCAR and
USAC circuits in 1966 and moves that image to the street with engine options including the
426-cu.-in. Hemi that sometimes terrorizes Ford on the super-speedways. The sound of the
425-hp Hemi when fired up is unmistakable; it gives goose pimples to enthusiasts and fits to
the competition. It isn’t really load, just powerful and authoritative. Only the Shelby GT 350
and 500 offer a comparable sound.
With barely enough miles on the clock to permit high-speed driving, we turned the HemiCharger loose on the drag strip at Carlsbad. E.T.s ran in the mid-14-second bracket and out
best trap speed was 100.33. All of this was in a genuine, unprepared street machine without
benefit of cheater slicks. For comparison, the same car with the standard 318-cu.-in., engine
option produced a 16.5 quarter at over 86 mph. The very rare 440 option ran close to the
Hemi and may be a bit faster out of the hole.
Motor Trend May 1967 Marlin & Charger
We had the most time in the 383 and found it to be a very reasonable compromise. Ours had
the 4-bbl. carb and, while it didn’t burn any rubber unless we really made it do so, we were
never starved for power with 325 horses. In 2-bbl. form, the same engine claims 270-hp
which burns less gas, but isn’t nearly as exciting to drive. This doesn’t mean the smaller
engines are slugs; they do take some of the charge out of the Charger, but even the 318 is
peppy. The 318, for example, has enough power to cruise all day as fast as the law allows,
taking most changes of gradient in stride, even if it can’t accelerate as fast as the Hemi. The
driver of a 318 is more aware of steep hills and must be more judicious about passing that his
Hemi-mounted friend, although neither may care about standing quarters and stoplightwinter nationals.
American Motors, which has eschewed any kind of competition in the past (but may change
its mind under new management), offers nothing bigger than 343-cu.-in. in 235- and 280-hp
versions. This puts the hottest Marlin in about the same class as the Charger with the 2-bbl.
383, a thought borne out by the performance tests. There was little to choose between them
on the strip. The standard Marlin V-8 is a 200-hp engine of 290-cu.-in.
However, AMC has recently introduced a hot cam kit consisting of a high-lift, long-duration
camshaft, competition-type hydraulic lifters, heavier valve springs with dampers and other
valve train components for drivers who want to twist more out of the V-8s. There are
occasional rumors of a 390-cu.-in. engine being offered, but this hasn’t come to pass.
Unlike Charger, Marlin offers a 6. In fact, they offer a pair of them. The difference between
the 145- and 155-hp versions is a 1- versus 2-bbl. Carburetor; both displace 232 cubic inches.
The performance of these engines in our tests will start no rush of hat rodders to AMC
showrooms, but they were not intended to. It was flat-out impossible to burn rubber (not
surprising, since the biggest V-8 couldn’t either), which made for a long, thoughtful 20-second
plus ride down the strip. Even more thought-provoking is the problem of trying to accelerate
into a hole in another lane of expressway traffic.
Who would buy such an engine? Someone who wants a sporty car, but belongs to the growing
legion which commutes ever increasing distances from the suburbs to the city, while paying
more and more for gas. So far, however, these people seem more inclined to solve their
dilemma with a Mustang 6 or an import-and Marlin 6 sales are very low.
Handling, Steering & Stopping
Getting a Charger or Marlin around a turn is no great problem. Neither is a real sports car in
this respect, but they don’t throw the driver any curves either. On the straight we were
pleased to notice that both were suitably shocked. There was none of the wallow that makes a
long trip seem even longer.
If one of the cars is better than the rest, it is the Charger 318 by virtue of its weight
distribution. With the small V-8, it comes very close to 50-50 distribution. Going to the bigger
engines steals some of this, but even the Hemi at the front and more than 400 to the whole
car, had no strong tendency to push the front end.
The Marlin also handled well compared to the opposition and far better than the other AMC
products we’ve driven. Again, weight distribution is a major part of the story, for the 6 felt
better than the V-8, at least going into a turn. But, lack of torque sometimes gave us a
moment getting out of the turn.
Motor Trend May 1967 Marlin & Charger
Stopping the cars was an interesting problem. We’ve often found that a small-engine car
with drums stops better than the same car with a bigger engine and discs. This proved out in
the Marlins where the drum-braked 6 pulled up slightly shorter at 60 mph that the V-8 with
power discs, though not as straight.
The Dodges were even more interesting and less predictable. The 318 stopped in an almost
straight line in 147 feet; eight less than the best Marlin. This was with drums. The 383, also
with drums, took eight feet more, the same as the Marlin 6. No surprise so far. The HemiCharger with discs did the same test in an amazing 133 feet, despite its greater front-end
weight. The only conclusions we’ll attempt to draw are that the bigger engine cars really
need discs, and don’t count on being able to stop faster than the car in front of you unless
you know his engine and brakes.
Space, Comfort & Convenience
Both Marlin and Charger have done better than average by the driver and front-seat
passenger. All the seat and upholstery variations we tried were comfortable, although we
would give the edge to the Charger’s buckets over the full-width seat that permits the Marlin
to bill itself as a 6-passenger personal car. We also have some second thoughts about the
fancy cloth that is standard in the Marlin. How fancy will it look in two years or so? The vinyl
in the Marlin has a basket weave embossed on it which leaves room for some air to circulate
and gives a non-skid effect. Instuments and controls are well laid out on both cars.
The problem of headroom for rear-seat passengers is the petard on which the fastbacks of
the 40s were hoisted. The concept of the sports-personal car is that the rear seat will be
used only occasionally. We might add that occasional passenger had better be less than 5foot-8 and forget about wearing a hat. This was equally true of both cars, although part of
their total bulk is doubtless due to the attempt to give the back-seat passenger as much
room as possible. Neither does he have much foot room; he fairs better in the Marlin.
As far as luggage space is concerned, it’s less a space problem than it is getting to it. The
deck opening in the Marlin is very small to fit inside the trim strips. We were just barely able
to load our 5th wheel though it and getting at the space is also tricky. Charger has a bigger
deck lid, but a combination body stiffener-sill intrudes into the opening.
Best & worst Features
The best feature of the Charger is that it offers stages of performance geared to attract the
largest possible number of buyers. The bottom of the range has been chosen so as not to
detract from the performance image by providing an engine no smaller than the majority are
likely to want or be happy with, while putting engines at the top of the range as hot as any
offered. Marlin has gone the other way and stuck with smaller, more economical engines.
For the buyer who must be practical they have given him something more exciting than the
2-door sedan he is used to.
Other appealing features were the Marlin’s reclining seats, well worth the extra $44.65 to
anyone who travels long distances on a forced-march schedule, and Charger’s fold-down rear
seats which augment the luggage compartment for those who hate to travel light. Both cars
have excellent instrument lighting with shrouding that eliminates all straight-ahead glare.
Motor Trend May 1967
Both suffer another fastback curse; restricted rear visibility. Rear windows are large, but the
sloped angle limits the view to a slim slot. The Charger, with a wider window, has a slight edge,
but neither is a good as the Mustang.
Even with their biggest engine options, neither has the pretensions of sports car performance
that the Sting Ray or Shelby cars (or even the hot Mustangs, Camaro and Firebirds) can claim.
Both hedge short of being luxury cars. But even being betwixt and between, each seeks a
special part of the market, though not the same one.
Bob Schilling
Feature car: Dan Funk’s 67 Marlin
This fish tale begins in 1985. My first car was a ’67 Ambassador 880 2dr
sedan w/6cyl and automatic trans. It came with the owner’s manual and the
“Marlin” name on it intrigued me. I never did see one but it stuck in my head.
Thus, the fish had set the hook. In 1998, I heard about a gentleman that had
what turned out to be three Marlins and I asked him if I could come take
some pictures. I must say this: I had absolutely no intentions of buying any
car to restore at that time, even when he said that he wanted to sell two. But
the more I looked at one of them the more it got a hold of me. I had some
bodymen come down to confirm what I thought I was seeing and their
reactions removed all doubt. After negotiating the sale and dealing with four
seized brake drums and a snipped rear axle link, I hauled ‘er to my brother’s.
Feature car: Dan Funk’s 67 Marlin
It sat there for about a year while I saved some cash and did a little research.
Privacy laws did not allow for much of a history. My Marlin was built in
Kenosha, WI in September ’66 and is number 257 of 2545 produced. It
appears that it spent its life in or around Jefferson City, MO until July ’83 when
it came here.
The mileage listed with the last
title closely matched the
numbers on the odometer
(about 45k). Considering the
condition of the body and the
dates in the title history, I
think I am safe in assuming
that this was the original
mileage. In the fall of 1999,
paying no heed to the y2k
scares, I began to disassemble
it. Everything that could
possibly come apart did. The
only bolts that ever broke
were two studs on the hood
and the typical water-pumpto-timing-housing bolts. I
think I could identify and place
any part of that car blindfolded
with one arm behind my back!
Feature car: Dan Funk’s 67 Marlin
Slowly, things began to go further
than I had planned. At one point,
I was going to remove all the
undercoating so that I could have
an underside as shiny as the
topside. Yeesh! But time and
money were the deciders.
Besides, that black stuff was doing
a fine job after all!
The engine was done over the
winter in ‘99 at Custom
Crankshaft, mostly stock but with
a mild cam added. The exhaust is
a 2.5” aluminized true-dual system
with Cherry Bomb “Vortex”
mufflers and ceramic-coated
exhaust manifolds.
A friend and I went about the task
of stripping the old paint down to
bare metal rather slowly. At the
same time, I cleaned every nook
and cranny, sandblasting front and
rear end components and
wheelhouse lips, etc., etc. The
body used minimal filler and was
lovingly blocked for hours on end.
No orbitals here!
Feature car: Dan Funk’s 67 Marlin
The seats and interior were original,
but tired and I had exhausted all my
cash reserves. They would have to
wait until 2005 to be done. I had
Otto’s do it up with me detailing and
assembling. Some left over seat
material was fashioned into two
pillows for the rear seat by me mum.
The door panels, visors and headliner
were in great shape and needed only
minor work. Interior plastics were
rechromed by Chris at Chrome F/X;
metal items and bumpers were done
at Northstar/Fairmont.
Everything on the car is either new or
rebuilt. In fact, it would be a shorter
list of things that I haven’t done,
such as the rear end and rear window
gasket (which keeps me running at
the first sign of rain. D’oh!).
Feature car: Dan Funk’s 67 Marlin
There are still many things I have
planned to do to the Marlin, like a
rear-window louver treatment
(maybe), limited-slip differential,
15” rims, reviving the airconditioning, putting some fear
under the hood and lots of other
stuff I’ll keep under my hat for now.
It keeps me busy but I’m always
hoping that a ‘70’s Matador falls
into my lap! Did I just say that?!
ENGINE 343c.i. 280hp 4v
BODY # R010080
TRANS Flash-o-Matic
TRIM # 793L
PAINT # 32A Barbados blue poly
Options: factory A/C; tilt-shift column; 3.54 gearing; visor vanity mirror; full vinyl
seat interior; clock; bumperettes (need rubber); machine-turned inserts; electric
wipers/washers; factory “heat absorbing” tinted windows;
Special thanks to the ColinMavinsCollection for all kinds of information, parts,
literature and general camaraderie.
Feature car: Dan Funk’s 67 Marlin
Congratulations to Dan for
winning the best AMC at
last years fabulous 50’s
show at Garden City
Shopping Centre.
Field of dreams:
“Please save me”
We need more gremlins on the
street
A little Nash hiding in the bushes
Speaking of more cars we need on the road, here are 2 Javelins that need
to be fixed so the AMX’s will not outnumber us.
Field of dreams:
This in another car that should be on
the road. There are not too many of
the big AMC’s on the street, or
possibly a parts car for a Rebel?
Here is an Eagle wagon, not
the most popular car to fix but
they have a lot of parts you
can use.
2 nice 60’s Ramblers
Hears one for the Jeep fans
Tech Corner:
AMC Inline 6 Oil Problem
AMC issued a TSB (technical service bulletin) on 12/21/1967 detailing how to
fix an oiling problem with the inline 6 engines.
It only applies to the 199 and 232 cu.-in. engines made before 1971 with
shaft type rocker arms. The shaft rocker arms were also used a few years in
the mid-70’s but the oiling system does not oil through the cylinder head.
If the engine has low oil pressure, this is not a “magic bullet” type fix. You
need to have a steady 13psi at idle and approximately 10psi more for every
additional 1000 rpm. If your engine doesn’t meet this criteria, your engine
probably has bad bearings or an oil pump problem. Check your oil pressure
with a mechanical gauge prior to starting this modification.
The problem with the oiling system on these engines lies in the fact that the
oil passage leading to the rocker shaft gets reduced to 1/16” where one of
the head bolts passes through it. This small passage is actually big enough
to get an adequate amount of oil to the valve train as long as it is clear. The
problem was not everyone is as diligent about oil changes as most
enthusiasts and the oil available in the 60’s was not as stable as it is now.
This leads to sludge problems and once that little passage plugged up, you
got no oil to the valve train. The worst thing about this is that by the time
the engine starts making noises, the rocker arms, shaft, and valve guides are
chewed up.
The fix detailed in the TSB was a modification that removed some material
from the head bolt that passes through the oil passages.
Tech Corner:
HEAD
SHOULDER
THREADS
SHANK
½”
¼”
RADIUS HERE
Figure A
To do this modification, you’ll need to remove the 3rd from the rear passenger
side head bolt (make sure the motor is completely cold) and the 2nd from the
rear rocker shaft screw. Insert a stiff wire into the oil passage starting at the
rocker shaft (it will take a little patience to get the wire in the right spot since
you can’t see the passage) to break up any sludge in the passage and then
blow it out with compressed air.
Once the passage is clear, modify the head bolt as shown in Figure A. What
you are doing is removing the top ¼ inch of threads and the bottom ½ inch
of the shank down to the root diameter of the threads. The root diameter is
the valley portion of the threads. Once these areas are cut down, you
MUST radius the area between the original diameter shank and the smaller
diameter shank you just created. Failure to do this will weaken the bolt to
the point where it will break at this point during engine operation. This
modification adds almost 1/8th of an inch to the oil passage and, if properly
done, will not weaken the head bolt.
Once the bolt is modified, re-install it and torque to 80-85 ft/lbs. Re-install
the rocker shaft bolt and torque it to 20-23 ft/lbs.
Once this is done, check the engine to make sure oil is now getting to the
rocker shaft assembly. If its not, the problem is likely caused by worn
bearings (usually the cam bearings since the oil feed hole is pressurized
from one of them). The
Project: Terry & Teresa Vandervoort’s His & Her
AMX’s
when Teresa and I got together she had the 73 javelin she has now and I had my
cutlass ragtop. I never had much to do with AMC but after driving hers I kinda
got interested. I knew of the amx's but had only seen one in all the shows I had
been at with my olds. Teresa said her dream car would be an AMX but would
likely never find one. Well I am the sort that usually can find something if
needed, so the hunt was on. Then in 2004 we went to the world of wheels to see
the AMC’s display, and saw a couple of AMX's there. After talking to the club
members and Teresa falling in love with the little AMX, one of the members
mentioned that the Mopar guys had told them about an AMX in The Pas for sale.
We tracked down the Mopar guy and got the number to the owner of the car. We
contacted him( Dan Kecskes) and he told us the details and price. He also
mentioned that it was on a site called cars in barns so we found the pic. He told
us it was rough but he had rebuilt the motor and it was a matching number 390
4spd. car. So after some thought and discussion we were off to The Pas to pick
up the AMX, which was about a 6 hour drive.
Project: Terry & Teresa Vandervoort’s His & Her
AMX’s
When we found the place and
pulled in I was a little disappointed,
the car had been sitting in the bush
for about 12 years and was really
rough, but after driving that far and
not able to find another AMX we
loaded it up and brought it home.
We cleaned it up and figured out
what had to be done to get it fixed.
The car needed all floor boards,
inner fender troughs, the quarters
were there but only half way
installed and would need to be
taken off and redone. Rockers had
to be done as there was nothing left
of them.
We contacted a body shop half an hour away from us and he agreed to do it.
We found new floor pans and the work began. Once the shop stripped the car
found more rust and we decided to take it to the welding shop next door and
they put in the new floors and rockers and rest of the major welding. It then
went back to the body shop and is now ready to have the 390 put back in
and get running. A bunch of the interior parts , grill, odds and ends were
found on e-bay and from some of the club members.
Project: Terry & Teresa Vandervoort’s His & Her
AMX’s
Then last year we were at a Mopar
show and was told of an AMX that had
been hit in the front end and wrote off.
We met the guy and saw the car, he
had removed the motor for another
AMX but the rest of the car was in
good shape. So we got his price and
after a few months of dealing agreed
on a price and we brought it home
with the idea to use it as a parts car.
Well after looking it over talking to the
body shop they thought it would be an
easy fix on the frame so we took it to
them and fixed the frame and found
fenders and a hood from a guy at
Lockport that use to be an AMC auto
wrecker. We had a 401 auto which
Teresa had got with an idea to put in
her Javelin, so with a little pleading
she agreed to let me put it into the red
AMX we got from John Cameron in
Wpg. Again e-bay was a help in
finding the grill and other few parts
needed. Both cars are now ready to
put together we just have carpet to
get for both.
Teresa's should be running by spring and then will start to put the 401 into
the other one. Her car is going to be factory blue and mine is red right
now but mine will change color’s to black. Mine has posi and tilt with the
go pack package. Teresa’s will have posi from a parts 72 Javelin we have
here and hers is one of only 300 AMX's that came out with the four drum
brakes and rear window louver, power steering. So I guess you can say
that I now am now hooked on these little cars, thanks to Teresa's interest
and the great help from Jim, Robin, Colin, and the rest of the club. The car
pics are from when we picked them up to where they are now as the
restorations continue on Teresa’s project “X" and the red one. hopefully we
have both on the road within the next 2 years, Teresa's hopefully at the
end of this year. AMC's live on!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
AMC’s From the USA:
Nice!
A fine looking Jeepster
A pro-street AMX with a full roll
cage and a 401
I am not sure about the ground
effects?
Classified: For Sale
1960 Rambler Super 4-door for parts Body is
rusty but has all good glass, chrome, grill,
stainless, dash, fair interior, push-button
AT. Engine not seized, not running. Contact
John at (204) 663-9098
1974 Javelin 360 4V parts car, good front
fenders, bumpers and trunk. Contact Dan
Masse at (204) 791-1226
1969 AMX 390 4-speed project car. Missing
engine, tranny and front bumper. Minor
damage on hood. Rest of car is almost
perfectly rust-free. Ex race car. Has Mopar
8-3/4 rear end. Pics available upon
request. Car is in central Alberta. Contact
[email protected] or call (780) 349-2244
1 only, 14 x 6.0, 5-bolt, 8-oval window AMC
Rallye wheel. Will need blasting and refinish,
but otherwise runs true and lug holes
good. Comes with chrome "Volcano-style"
centre cap, bearing part number
3222651. Asking $25.00. Call Bob at (204)
235-1697 (Transcona).
1981 Eagle parts car, including 258-ci 6cylinder engine. Runs very well. Manual
transmission and front and rear seats also
available. Contact Karmyhn at
[email protected]
1958/1959 Rambler tail light lens, N.O.S.,
$12.00 Same years tail light lens, used,
$6.00 Contact Joe at (204) 728-7497 or
[email protected]
'71-'74 AMX/Javelin rear trunk
spoiler. Needs finishing repairs on right-side
corner, $300.00. Call Kim at (204) 222-1611
79 Concord for parts call Lawrence Friesen at
694-4177
Offenhauser dual-port 360 intake manifold
for '70 or later AMC V8. Bead-blasted and
painted 'aluminum.' Looks good as
new! Also, new pair of polished Offenhauser
finned aluminum valve covers. Never
installed and still in original bags. $400 as a
package. Please e-mail Colin at
[email protected] or call (204 ) 444-4903
1978 AMC Concorde DL parts car. Aluminum
wheels, 304 V8 (needs work), good front fenders
and body, needs work on back fenders, new leaf
springs, new windshield, good interior, 2-door, good
glass, good automatic trans., 950000 km, brakes
good, ball joints and linkages good, 2-barrel carb. 2
extra good doors included. $400. Contact John at
(204) 523-7760 or [email protected]
1969 AMX 360 4-speed. Needs rear quarterpanel, floor pan, trunk pan, inner rocker
panels work. Otherwise good condition, with
1970 Ram Air hood, new grille, tail lights, 4
sets of headlight bezels, front and rear
bumpers, chrome bits. 40,000 miles, Ohio
car. $3500 as is. Clear title. E-mail
[email protected] or call (865) 9932455
New auto trans mount, red dash grab handle,
and good black dash for '74 Javelin. Call
Terry or Teresa at (204) 368-2433
1968 Javelin, 232 straight six, complete car,
lots of extra parts. Good body, interior,
suspension. Transmission needs to be
rebuilt, otherwise good. Have so far invested
$2500. Asking $2000. Firm offer. E-mail
Chris Dann at [email protected] or
call (204) 998-4666 or (204) 663-0236 after
4:30 PM. Pictures available upon request.
1964 AMC American for parts. Engine, 3speed transmission and other parts
available. Will sell very reasonably. Contact
Don at [email protected]
1966 Ambassador 2-door hardtop, good
running condition, 287 automatic, some rust
in the lower-rear quarters. Call Don at (204)
255-7010
1977 AMX Hornet A/C unit. Will trade for
front valence, rear louvers and grille. Will
sell for $800 OBO. Contact Glenn at (705)
942-1963 or [email protected]
Twin grip center section with 287 gears out
of 75 Matador $50
Pierre Cardin interior from 72 javelin,
complete
call or email Chris Penny
586-3301 [email protected]
American Motors Corporation Dealership Flag. 3' x
5' Never flown. Very good condition. Asking
$95. Picture available upon request. Contact Scott
Watson at [email protected]
1982 Concorde parts car. Complete, except for
rockers and driver's rear quarter-panel. Burgundy
interior, A/C, cruise, tilt, 6-cylinder auto. 1977
Hornet hatch-back parts car. 6-cylinder, 4speed. Rusted body. Professionally rebuilt 304
long block, dogleg ports, 0 miles. $600 for the
engine, firm. Call Duane at (403) 660-1093 or email at [email protected]
1970 Hornet 4-door parts car, good 232, auto
tranny, has 20,000 kms on rebuild, good windshield,
rough body. $120 OBO. Call Nelson at (204) 2999787
Classified: Wanted
Looking for some 10-inch rear rims to put on a set
of 295/50's. Call Terry (204) 368-2474
Right-front fender for an '81 AMC Spirit needed. Call Robert (204) 772-3304 or
(204)958-1250
Tail light lenses and fender extensions for '68 Rebel. Please contact Rick
[email protected]
Transmission, heater housing or heater core for '68 AMX 390. Contact Joe at
(204)728-7497 or [email protected]
'69 AMX fuel tank sending unit. Call Andre at (204) 223-5447
'65 Ambassador Rambler, or compatible Rambler, control cable running from the dash,
through the firewall, to the vacuum wiper box. Must have the small washer attached
to the end that goes in the box. Please contact Stuart at [email protected]
'68 AMX side pipes, doors and mirrors. Call Terry at (204) 368-2433
'70 AMX hood and grille. E-mail Fred at [email protected]
'69-'70 Javelin/AMX gauge cluster with 140 mph speedo and tach. Call Dan at (204) 223-9406
or e-mail at [email protected]
Dash grab handle for 71 – 74 Javelin.
Wanted parts for 36 Hudson Terraplane
Chris Penny (204)586-3301, [email protected]
Looking for a '71 Gremlin. Also needing a rear marker light and V8 rear
end ('72-'73). Swapping a 360. Would like a 727 Torqueflight and set
of wheels. Dennis Baerny from Connecticut, [email protected]
'65 Ambassador Rambler, or compatible Rambler, control cable running from the dash, through
the firewall, to the vacuum wiper box. Must have the small washer attached to the end that
goes in the box. Please contact Stuart at [email protected]
'73 Gremlin grille and headlamp trimming. E-mail Tim at [email protected]
'70 AMX with or without powertrain for a project car, contact Rod Holmes at (519) 371-5173 or
(519) 376-7220
'80 AMX rear window louvers, and any other parts. Call Duane at (403) 660-1093
or e-mail at [email protected]
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T: 204.989.0532
102-Five Donald Street
Winnipeg, MB R3L 2T4
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