rambler reunion

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The AMC Rambler Club Of Australia Inc. is a non-profit organisation which encourages the preservation, restoration and collection of cars and associated products, literature and parts produced by the American Motors Corporation. THE AUSTRALIAN RAMBLER REUNION THE NEWSLETTER OF THE A.M.C. RAMBLER CLUB OF AUSTRALIA INC. OCTOBER 2017 1974 Gremlin X Owner:- Dave Tuck 1970 Javelin Owner:- Arch Boonen Rambler accessory item from the early 1960s. Rear door safety locks for 4 door sedans & wagons. In Memoriam: Dave Tuck Gettysburg Show, USA Kenosha Homecoming Show USA AMC Steering Arm Variations AMC Gen 2 & Gen 3 Engines Rambler Classic Identification

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Page 1: rambler reunion

The AMC Rambler Club Of Australia Inc. is a non-profit organisation which encourages the preservation, restoration and collection of cars and associated products, literature and parts produced by the American Motors Corporation.

THE AUSTRALIAN

RAMBLER REUNION THE NEWSLETTER OF THE A.M.C. RAMBLER CLUB OF AUSTRALIA INC.

OCTOBER 2017

1974 Gremlin X

Owner:- Dave Tuck

1970 Javelin

Owner:- Arch Boonen

Rambler accessory item from the early 1960s.

Rear door safety locks for 4 door sedans & wagons.

• In Memoriam: Dave Tuck

• Gettysburg Show, USA

• Kenosha Homecoming Show USA

• AMC Steering Arm Variations

• AMC Gen 2 & Gen 3 Engines

• Rambler Classic Identification

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Rambler Reunion October 2017 Page 2

Rambler Reunion

The newsletter of the AMC Rambler Club Of

Australia Inc.

Club Postal Address:-

P.O. Box 10, Moonee Vale, Victoria, 3055.

President & Memberships

Colin Main Phone: (03) 9309-0601

Email: [email protected]

Vice President & Technical Assistance Rohan Borrell

Phone: (02) 4355-1167 Email: [email protected]

Secretary & Treasurer Judy Main

Phone: (03) 9309-0601 Email: [email protected]

Editor & Advertising

Position Vacant

South Aust. Conditional Registration Delegate Andrew Tuck

Phone 0417-878-772 Email: [email protected]

Contacting the club officers by telephone should be made after hours as all have day jobs. Please note time differences between states.

Our Club exchanges newsletters and/or information with the following:

Alamo AMC, San Antonio, Texas www.alamoamc.com

AMC Club of Houston www.AMCofHouston.com

AMC Rambler Club, North Grosvenordale, Connecticut http://www.AMCRC.com

AMO http://www.amonational.com

AMC RELATED WEB SITES

Javelin & AMX: www.javelinamx.com

AMO National: www.amonational.com

The Coupe Coop: www.matadorcoupe.com

AMC Rambler Club: www.AMCRC.com

Australian Javelins http://www.australianjavelins.com

AMC RELATED CHAT ROOMS

AMC Forum - Aussie section: http://theamcforum.com/forum/general-amc-chat-

australian-edition_forum34.html

Another Forum, equally as good: http://amccars.net/cgi/yabb2/YaBB.pl

ASSISTANT EDITOR’S NOTES

Members with an email address were notified of the passing of Dave Tuck on 21st August 2017.Thank you to those who were able to attend his funeral service in Adelaide on 28th August, and also those who sent cards and floral tributes to Liz Tuck. Andrew Tuck and Darryl Salisbury have written tributes to Dave which are shown in the following few pages.

Dave had been Editor of our newsletter for quite some years. In our June 2017 newsletter Dave mentioned that it would be his last and asked for a volunteer to take over this important role. In the interim we have compiled the October 2017 newsletter with the assistance of those members who submitted items of interest. Thank you to those who helped out.

Jason Chaplin has provided the complete information sheets and entry forms pertaining to the “Fifth Australian AMC Show” which will be held at Albury / Wodonga on 16th to 18th March 2018.Those who have attended in previous years should have received their invitation by mail during the past few weeks. We include the information sheets and entry forms with the regular hardcopy mailing of this newsletter.

Thanks also to those who accepted nomination as club officers, as shown at the top of this page.

Colin Main

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Rambler Reunion October 2017 Page 3

In Memoriam: David Brian Tuck, 28 June 1956 – 21 August 2017

On the 21st of August I lost my friend and brother, Dave. He passed in the early hours of Monday morning with his wife by his side, after a short illness at home. Dave was the oldest of five children born in Welwyn Garden City, 25 miles north of London, England, on June 28th, 1956, to parents Brian and Pearl. He is survived by both parents; his wife, Elisabeth; daughter, Collette; and son, Jarrad. He also has three grandchildren. When I first heard of Dave’s illness, I was shocked and thought, “This can’t be happening.” I know being in the construction industry that this was not going to end well. It never has. It’s hard to believe that something you did 40 years ago could come back and bite you hard all these years later. Dave got the AMC bug back in the ‘70’s. His first car was a GM Holden FB. He traded this to the local car yard which had $500 cars. The two cars he was looking at were a Triumph and a 1965 Rambler American. The Rambler had carpet, a radio, and a heater. The Triumph had none of these. He thought that his girlfriend (now wife) would appreciate these things, and so the AMC/Rambler story began. This was the first car of many, and along the way I also caught the bug. A few cars he owned that I remember are a ‘64 Rambler American, a ‘74 Hornet Sportabout, a ‘64 Rambler American convertible, a ‘66 Rambler Classic hardtop, a ‘68 Rambler American post sedan, and his final car, a ‘74 Levi’s Gremlin. Along the way we bought and sold cars and parts and eventually started Rampart Automotive. We parted out over 50 AMC/Ramblers in the years the business was active. Dave was always learning new things about our cars, talking to old AMI (Australian Motor Industries) employees about how our cars were made. The business was very successful helping out many club members and owners with parts for their cars. Dave also formed the Rambler Car Club of South Australia, which had over 40 members in the early days. This club amalgamated into the Rambler Car Club of Australia, and Dave became the newsletter editor. The articles Dave wrote were very informative and not just other magazines copied and reprinted. Dave was a stickler for getting the facts right, doing endless research into the subject. I still use many of his articles as reference material. Dave and I attended many shows together with a highlight being the 2002 Kenosha show where we met a new family of likeminded enthusiasts. He was a perfectionist both professionally and with his cars. Dave used to write technical manuals for new buildings being built here in the Adelaide area. Even in his final days, he was finishing off manuals for clients. He told me that he “had to get them done before I go.” It was like he was just going on holiday. Now that’s a work ethic! Doing painting for Dave on his cars did get annoying at times. He looked over the paint work and any little flaw was highlighted and I had to fix it. But, hey, that was Dave. It’s only been a few weeks now since he passed. It has been a struggle. Luckily my family has been there for me. I think about him daily. Just yesterday I was looking through some parts wondering what they were off. I picked up my phone, dialled his number, then stopped and thought for a second, then hung up, “That’s right I can’t anymore.” Rest in Peace, my friend, my brother. Andrew Tuck

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Page 4 October 2017 Rambler Reunion

In Memoriam: David Brian Tuck, 28 June 1956 – 21 August 2017

Dave and Andrew Tuck have been our special Australian guests a couple of times. Their early trip was back in 2002 where they got their first taste of the American form of AMC enthusiasts. They greatly enjoyed their trip and planned to return. Meanwhile, they took their newly found enthusiasm back to Australia to infect AMC enthusiasts there. Earlier Australian guests to the U.S. were able to exchange great stories about what AMO was doing. Move forward a few years and we find Dave and Andrew in touch with Brian Moyer (Gremlin guru from PA). The brothers had the only right-hand drive Gremlin in Australia. A deal was made and the Gremlin was packed up in a shipping container and off it went to Brian. Brian worked diligently on the car, retaining everything as original as possible. With the 2010 AMO International Convention in Detroit looming in the near horizon, Brian was hurriedly attempting to finish his restoration of the Australian Gremlin. Dave and Andrew decided to come, help him with final details, and be in Detroit at the AMO show for the Australian Gremlin U.S. debut. Everything came off well—the car was finished and the brothers were here to be a part of the event. It was a great pleasure once again to host these fine blokes from down under. In the early 2000s, Brian and Wendy went to Australia. They had the opportunity to meet and interact with the great Australian AMC people. It was a really great trip for them. Then, about a decade later, Darryl and WiSeon also went to Australia. In both cases, parties were held and a car

show was attended, exhibiting many AMI built AMCs. Seeing the Australians who had come to our AMO events back in the 1980s was such an important part of the trip. Both visitations proved informative and enlightening. Then, we heard from Dave and Liz. They were planning a trip to the U.S., and wanted to see many places, among which was Niagara Falls. They flew in, and Brian and Wendy came to Michigan to be a part of this special voyage. The six of us spent the next few days traveling from Kalamazoo, MI, around through Chicago and up through Wisconsin to Copper Harbor, MI. After a few days there, we headed east to Mackinaw Island, MI.

After we left there, we drove back to the Kalamazoo area where the boys parted from the girls. What the girls did, we don’t know, but we do know what the boys did. We went to a car show! The annual AMO event was held in Rockford, IL, where we had plenty of time to get involved. It was another great event, and even more so as Dave was in our company. When the three of us returned to the Kalamazoo area, we rejoined the girls. Brian and Wendy left for home in PA, while Dave, Liz, WiSeon, and I drove to Niagara Falls, Ontario. We spent a couple of days doing touristy things there. It was another great leg on a special trip. On the way back to Kalamazoo, we dropped Dave and Liz at the Detroit Airport for their flight home. We now look back fondly at the opportunity to have hosted Dave and Liz on this excursion which was a bit out of the ordinary for any tourist. We cherish the opportunity we had to host Dave and Liz while they were here. The memories we have of Dave both in Australia and here in the U.S. will last forever. Dave was a very special friend and we miss him greatly. May he rest in peace knowing that what he did while on earth was very special and important to people all over the world. I consider it an honor to have had the opportunity to get to know Dave.

by Darryl A. Salisbury

Dave and Liz Tuck

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Rambler Reunion October 2017 Page 5

Gettysburg USA Show : 21st to 24th June 2017. By, Garry Murphy

Our adventure to the 2017 AMO show in Gettysburg was truly amazing. We see so many AMC cars that we had only

ever seen photos of before and I for one have never seen so many AMX’s in one area. The display was filled with

daily drivers, unrestored beauties, old and current drag racing cars and so many beautifully presented show cars and

even a couple of White Horse tractors that were made in the AMC factory, there was even a couple of Hudson’s that

crashed the party. There were cars that had been driven and trailered from all over the country including Canada and

one from Mexico. The pride of ownership was high everywhere you looked. The people of the show were equally

amazing and we have met some great lifelong friends. The Murphy family of Lesley, James, Kristy and myself were a

big hit on the show day of Saturday in our red, white and blue shirts and alongside our travel partners Maree & Dave

Heap, we amazed a lot of people that we had travelled so far and had a lot of travelling across the USA when we had

finished at the AMO show. They all even honoured us on the awards night for travelling the distance and awarded us

for our efforts. The town of Gettysburg has a lot of history in it and was a great place to visit and breath in some of

that history. Although we did a ghost tour, we never got spooked out of town and didn’t see any driverless cars to

mention.

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Page 6 October 2017 Rambler Reunion

Kenosha Homecoming 2017 : Great Cars, Great Lake. By, Rohan Borrell

Since 2009 when we picked up a 64 Rambler Ambassador from Chicago I knew that were was a Rambler

museum in Kenosha and there was a home coming event every few years.

Fast forward to 2017 and I am at work wondering about a US trip again since it had been 4 years since our

last US visit. Work was too busy in the first part of the year to consider AMO and AMRC national

meetings. Come June work was under control so the “Kenosha Home Coming” in late July was perfect.

So to cut a short story shorter we arrive in Kenosha on Thursday 27th July 2017 and check in to our “Value

Inn” accommodation out by the highway (we were too late to get in town accommodation). All motels by

the interstate had Rambler – AMC vehicles in the car park so we felt at home even though this community

was in the middle of farming country.

Thursday night was one of the so called “Cruise” nights. This meet was held in the car park surrounding a

local Bar in the grounds of a shopping centre – strange I know. AMC cars turned up, people drank beer and

left from 5 – 11pm. Leaving was the opportunity for most to produce smoke when exiting. The word on the

street was that the organisers had mentioned to the Police they had a car meeting so it would be appreciated

if they could not worry about a little smoke, excessive

speed and slight intoxication. (Maybe we should try

this approach in Australia)

Rambler Ambassador 990H at cruise night

As we know the Americans are very hospitable and we

were always amazed how easy it is to meet people and

talk about all manner of things. We talk to the owner of

the 990H who had worked at the plant in the early

1980’s. (Australian’s just need to lighten up a bit when

meeting strangers)

Next day was the swap meet and it exceeded my

expectations. All manner of parts, literature and accessory items much of it for 67 and onwards models.

Still I find endless interesting bits and pieces but hard to take too much home in our cabin bags. I found

NOS diecast parts, badges, fasteners and arm rests that we post this back with FedEx, great service but do be

aware of the cost. ($267 USD for a small 10kg box)

During the afternoon there was a police escorted

parade through Kenosha to the Kenosha Museum

and lighthouse on the shores of Lake Michigan. This

is right opposite the original assembly site which is

now re developed residential town house/apartment

units. Very pretty city. They also had a fair in the

town gardens with bands playing, food stalls and

other entertainment for children. The weather was

just perfect and great memories of Kenosha. It

would have been a great town to work in and I

believe the comradery of the AMC team would have

been amazing.

Talking to a Chrysler Engineer that got involved with AMC when Chrysler bought the business, he tells the

story that the AMC Engineers were able achieve much more inventive Engineering with much less resources

compared with the big three. Very impressive report from a Chrysler Engineer.

Brian Moyer, Rohan Borrell, Darryl Salisbury

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Rambler Reunion October 2017 Page 7

Kenosha Homecoming 2017 : Great Cars, Great Lake.

Saturday was the big show day

with 700 AMC’s to look at and

each one takes at least 15-20

minutes once we strike up a

conversation with people.

Before we know it, cars are

leaving usually with lots of

smoke. This time the smoke is

drifted over nice homes in a

residential area so I am

guessing this is not going to be

appreciated by the local

residents.

After about 30 minutes the

police turned up and checked

out the situation and when the police were leaving a Javelin owner leaves with smoke trailing. The Police

did not appreciate this and chased the Javelin owner with the outcome not known. Anyway this is the

excitement owner and most other vehicles leave in a civilized manner.

We continued to pick our way over the remaining vehicles and come across an amazingly nice AMC Eagle

Station Wagon. We talked to the owner who was a local and he had bought the car new and never driven it

in winter.

The vehicle had done 35,000km

and was truly as it left the factory.

Photo of Jim Harris at Kenosha

with his AMC Eagle purchased

new.

The evening history event was the

AMC Pacer development. A very

well researched documentary on

the Pacer which was an innovative

car but failed on the execution

(my opinion). A change in the

engine to be used and reliability

problems saw the initial strong

yearly sales of 137,000 dwindle

quickly with the last sales in 1979.

This was a financial loss that AMC could ill afford and another missed opportunity for AMC.

https://www.youtube.com/watch?v=kcl98aBRkD8

West Lakes Dragway is the Sunday event in conjunction with the Mopar folks.

We see Javelins, AMX’s, Gremlins, Pacers, Rebels, Americans and Mopar’s down the quarter mile with

times ranging from 8.5 to 20 seconds.

From here we went to Milwaukee having had a great time at Kenosha as well as a bit of mourning for the

loss of a unique auto manufacturing company.

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Page 8 October 2017 Rambler Reunion

WEBSITES TO CHECK OUT

The internet is a useful way of learning about your AMC Rambler, purchasing parts and discussing cars in general. We’ve compiled a list of websites which may prove valuable to you when researching, corresponding or just plain browsing to see what’s out there. Here are some of the mainstream vendors of

parts (all US based). The first one is Kennedy American in Ohio. (www.kennedyamerican.com/ ) This site allows you to enter your car model and year, and then all the parts that are available come up on the screen as a ‘custom catalogue’ just for you. Pictures are provided too, along with a description of whether it’s NOS or reproduction.

South Texas AMC is more geared towards the performance side of things, (generally AMX, Javelin, Hurst & SC models) but nevertheless have a wide range of parts for all models, including a long list of NOS parts. They are at www.southtexasamc.tripod.com.

Galvin’s AMC Rambler Parts, at www.ramblerparts.com, are more all-rounders when it comes to parts, and have a wide range of reproduction parts, including taillight housing and lenses, badges emblems etc. Again, you can enter the year and model of your car for a complete listing of parts available for that model, with descriptive notes, some illustrations, availability and price.

Peter Stathes is a well-known hobbyist who has his own website at www.amcrambler.com. He deals in some of the hard to get things like door rubbers, felt strips, window sweep kits, channels, carpet sets, door locks and keys, vacuum wiper motors and windscreen rubbers.

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Rambler Reunion October 2017 Page 9

STEERING PITMAN ARMS & IDLER ARMS : THE VARIATIONS

There have always been some discrepancies with pitman arms and idler arms for our Australian cars compared

to the US built cars. Several people have ordered what they thought was the correct part from the US, only to

find it won’t fit when it gets here. Hence ordering a pitman arm for a 1970 Rebel with power steering, for

example, from the US, will result in the wrong one arriving. There are three points to look for: - The steering

box shaft size, the ‘taper’ size and the ‘drop’.

• There are only two steering box shaft sizes: A small spline for the manual steering boxes and a

large spline for the power steering boxes.

26 29

The spline size is apparent in this

picture. The manual box is on the

left and the power steering on the

right.

The manual one is about 26 mm

across the opening, and the PS one 29 mm.

• There are two ‘taper’ sizes, which I will call large and small. The large one is used on V8 power

steering cars (Rebel, Matador, later Ambassador, Javelin and AMX’s). This one needs a ¾”

spanner to undo the castle nut. The small taper is used on non-power steering 6 cylinder cars

(American & Hornet) and needs an 11/16” spanner on the nut.

The small and large tapers can be

seen here

Generally, on our power steering cars you need a LARGE spline and a LARGE taper pitman arm.

On manual steering cars you need a SMALL taper and a SMALL spline pitman arm. The confusion

arises when AMC changed the US design and Australia kept going with what had been used (the

HD parts) up until about 1969-70. So in the US they were using a pitman arm with a LARGE spline

but a SMALL taper. Getting one of these is fine if you want to fit power steering to your Hornet as

it enables you to install a power steering box from a V8 car and retain your draglink, idler arm and

tie rod ends.

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Page 10 October 2017 Rambler Reunion

On the power steering pitman arm

you can see letters and numbers

cast into it. It reads “10 & 80 PS”.

10 is AMC’s model number for

Classics, Rebels and Matadors, and

80 is the model for Ambassadors.

This is another way of identifying

the pitman arm. This marking can

still be found on pitman arms

bought today, so maybe they are

NOS, or the aftermarket manuf-

acturer still uses the original

castings. However, this will also fit

Javelins and AMX’s

• The ‘drop’ is the height between the splines and the taper. This differs between the pitman arm

types, as shown here:-

The top pitman arm is a small taper

small spline arm for a Hornet

The lower is a large taper large

spline power steering arm and has

a much ‘shallower’ drop.

You can see the difference So what pitman arm to order ? As best I can work out from aftermarket parts books, these will work.

Hornet & American with manual steering Small taper, small splines Moog K-3106

Hornet you want to put AMC power steering in Small taper, large splines Moog K-3055

1967 onwards with PS as standard made by AMI Large taper, large splines Moog K-3038 *

1967 onwards with PS as standard but imported

from the US

Small taper, large splines

Moog K-3055

Classic, Rebel & Ambassador without PS Large taper, small splines Moog K-3025 *

* listed as obsolete from Moog (you can check the US applications at (www.fme-cat.com )

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Rambler Reunion October 2017 Page 11

Now let’s have a look at our buddy on the other side; the idler arm. Again, we have to consider the

taper (large or small) and the drop. What is nice about the idler arms is that the bush is available

separately, so if the ball and socket is OK, you can just press in a new bush.

The top idler arm is a small taper

original for a Hornet

The lower is a Moog K-3087 after-

market replacement. Looks totally

different.

Notice the bush isn’t pressed in as

far on the original, and the

ball/taper housing is much fatter on

the new one. They have made these

greasable, and you get a grease

nipple with it, along with a new

castle nut & split pin

The bush pressed in distance is

crucial

What we are interested in is will it fit correctly? It will certainly fit the drag link because the taper

is correct, and all the bushes are the same for power or manual steering so that end will fit too. The

point we need to be sure of is the ‘drop’, otherwise our drag link will be pulled up or hang down a

bit, and not be parallel to the ground. I’ve lined up a new and old one in the pic below.

C

B

A At the top, you can see the top of the bushes are lined up level. But where the ruler lines up with the

bottom of the socket on the left (A), it’s not level on the old one (B). So what we can do is press the

bush through a bit more at (C) to make up the difference. That will make the drag link parallel.

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Page 12 October 2017 Rambler Reunion

I have found the manufacturer (Moog, but there are others) have the same arms but just press the bush in

differently and give it a different part number. The ‘pressed in’ distance is important, and may need to be

altered on a new one to match your old one.

Check out the pressed in distance on

these two. The top one is a power

steering one off a Matador (large taper)

The bottom one is a small taper off a

1964 American (Hornets are the same)

This is from the 1970 workshop manual,

illustrating the distance to press the bush

in. As it states, 01 (Hornets) has a 0.32

inch (8.1 mm) gap and all others for that

year 0.7 inch (17.8 mm) gap. This would

be about right for the ones in the pic

above. (Maybe the bottom one is a bit

more than 8mm...)

So what idler arm to order? As best I can work out from aftermarket parts books, these should work.

Hornet & American with manual steering

Small taper

Moog K-3087

or K-3074

Hornet you want to put AMC power steering in No need to change

1967 onwards with PS as standard made by AMI,

and Classic, Rebel & Ambo without PS

Large taper

Moog K-3034

1967 onwards with PS as standard but imported

from the US

Small taper

Moog K-3087

or K-3074

On all these, be prepared to press the bush in or out to suit.

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Rambler Reunion October 2017 Page 13

GEN-2 AMC SHORT DECK V8 (1966-1969)

This new-generation AMC V8 was first introduced in 1966. It is sometimes referred to as the GEN-2 AMC V8. The first version of this was the completely new 290 cu.in. “Typhoon” V8 introduced in a special mid 1966 model year American Rogue hardtop in the United States. The 290 engine was also used in the 1966 Classic/Rebel hardtop in the United States toward the end of the model year. Available in 200 hp two-barrel carburettor version or producing 225 hp with a 4 barrel carb and high compression, the new engines utilized "thin-wall" casting technology and weighed only 540 pounds (245 kg).

All three V8 engine sizes (290, 343 and 390), share the same basic block design. The different displace-ments are achieved through various bore and stroke combinations. All blocks share the same external measurements and thus can be swapped easily.

Bore centre measurement was kept the same as the GEN-1 V8 at 4.75 inch, so that existing boring equipment could be reused. Other than that, this engine is vastly different from the GEN-1 model. The GEN-1 engine is physically the size of a big-block Ford or GM engine, and is sometimes called a "big-block". The GEN-2 is closer to the physical size of U.S. made small-block V8’s except for the bore centres. The cylinder heads used during this time were the so-called rectangular port, named after its exhaust port shape. The 290 heads used smaller valves, (1.787” intake and 1.406” exhaust). The 343 and the 390 used the same larger valve heads, 2.025” intake and 1.625” exhaust.

290 V8

The base 290 cu.in. produced 200 or 225 hp with a 2 barrel or 4 barrel carburettor, respectively. It was built from the mid 1966 model year through the 1969 model year. It has a 3.75” bore and 3.28” inch stroke. Only 623 cars were built in 1966 with the 290 engine. These engines were first available in special Rambler American Rogue hardtop models. The newly powered Rogue was available with either a 3-speed automatic or a floor

mounted 4 speed manual transmission. The 290 engine was also used in the 1966 Classic/Rebel hardtop toward the end of the model year. In Australia the 290 engine was used in 1967 and 1968 Rebels.

343 V8

The 343 cu. in. has a 4.08” bore and 3.28” stroke. The basic 343 2 barrel produced 235 hp and was built from 1967 through 1969. Output for the optional 4 barrel carburettor version was 290 hp and produced 365 pound-feet of torque. This version had a 10.2:1 compression ratio. In Australia the 343 2 barrel engine was used in the 1969 Rebel, with the 343 4 barrel engine used in the 1968-69 Javelin, as well as the 1969 AMX.

390 V8

In addition to the largest bore and stroke, the 390 motor also received heavier main bearing support webbing and a forged steel crankshaft and connecting rods. Forged cranks and rods were used for their known strength. There was inadequate time for testing cast parts for durability without delaying AMC's introduction schedule. Once forging dies were made it was not cost effective to test cast parts due to the relatively low number of engines produced. The use of these stronger components was also continued with the production of 401 cubic inch engines. This is the advantage of these AMC engines when used in heavy-duty and high-performance applications because they have no problems with their rods breaking; unlike other domestic automakers' large displacement small block engines. The GEN-2 390 produced 315 hp and was built in 1968 and 1969. Bore is 4.165” and the stroke is 3.68”. Maximum factory recommended overbore is only

20 thou, although they are commonly bored 30 thou. In 1970, AMC changed the head to the "dog-leg" exhaust port design. In Australia the short deck 390 engine was not used in regular production run of our AMI assembled Ramblers.

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Page 14 October 2017 Rambler Reunion

GEN-3 AMC TALL DECK V8 (1970-1991)

In 1970, all three blocks grew in deck height and gained a new head design. These changes made this the third generation of AMC V8. It is sometimes referred to as the GEN-3 AMC V8. The stroke and deck height on the 290 and 343 was increased by 0.16” on both engines, becoming the 304 cubic inch & 360 cubic inch, respectively.

The 1970 390 remained at the same displacement by using a special rod and piston for this year only. In 1971 the 390 was also stroked by 0.16 inch to become the 401 engine.

The other change in 1970 was the switch to the dog leg heads. These heads flow 20% better on the exhaust side than the 1966-69 rectangle port heads and are thus the best for performance. There are two reasons for the flow increase: First, the area of the port is larger, due to the dog leg. Second, the shape of the port floor was changed from a concave to a convex curve. The concave floor tended to bend the exhaust flow upwards which caused turbulence when the flow was forced to go down into the exhaust manifolds. By switching to a convex floor the curvature of the flow starts in the head and proceeds much more smoothly into the exhaust manifold resulting in less turbulence and better flow.

The center two intake bolts on each head were relocated to prevent accidental mix-ups of GEN-2 and GEN-3 intakes. The intakes can be interchanged by slotting the bolt holes, but the added deck height of the GEN-3 engine means that sealing and port match will be compromised. GEN-3 intakes can be machined to fit GEN-2 engines by surface grinding the intake flanges at a machine shop and slotting the center holes.

The cylinder heads with casting number 3196291 have the dog-leg exhaust ports and small 50 cc combustion chambers. They were used from 1970 to early 1971 only. They are commonly identified by the first three numbers, 319 for the 360-401 heads. There was a U.S auto industry-wide shift to lower compression ratios in mid 1971, so AMC increased combustion chamber size to 58 cc. The first three digits of the casting number on the large chamber heads are 321, 322, or 323 depending on year.

The major difference between small and large chamber GEN-3 heads is the combustion chamber size. The 319 heads will raise compression if used on a later engine with no other changes, but if building an engine it is better to purchase the proper pistons for the desired ratio. There is no reason to search out these relatively hard to find, and more expensive 319 heads for performance. Given that these heads are now over 40 years old, finding them without cracks is difficult and if they do have cracks, then they will be expensive to repair to a high standard. In recent years some have opted for the Edelbrock Alloy Indy Heads. It really just depends on if you are looking for period correct components, or outright performance using later technology. The 360 engine is a proven candidate for after-market performance upgrades, without breaking the bank.

304 V8

The 304 had a displacement of 303.92 cubic inches which produced 210 hp in 1970-71 and was built starting in 1970. Later models produced less power from the factory, going down yearly. 1972-78 models were rated at 150 hp. It was rated at 130.5 hp in 1979, the last year it was installed in passenger cars, and 125 hp, the last years it was used in Jeep vehicles,

though to be fair it should be remembered that it was common industry practice to show net horsepower figures, starting in 1972. In Australia the 304 engine was not used in regular production run of our AMI assembled Ramblers. Campbell’s Motors in New Zealand assembled right hand drive 1970 Rambler Rebels with the 304 engine as standard equipment. Not sure of the number produced, but think it relatively small.

360 V8

The AMC 360 had a displacement of 359.80 cubic inches. The 2 barrel produced 245 hp in 1970 to early 1971 while the 4 barrel produced 290 hp, 175 hp to 220 hp from mid 1971 to 1975, 140 hp to 180 hp in 1976, 129 hp in 1977, and 160 hp from 1978 to 1991. It should be noted that net horsepower figures were used from 1972 onward. It was the last AMC V8

to be manufactured. It was used exclusively in Jeep J-series Trucks 1970-1987, Jeep Wagoneer models from 1972 to 1984, Cherokee from 1974 to 1983, and Grand Wagoneer from 1984 to 1991, becoming the last carburetted engine used in an American-built vehicle. In Australia the 360 was the most common AMC V8 engine and was standard equipment in the 1970 Rebel, 1971-1974 Matador, including the Matador X Coupe. The 360 was also used in Australian assembled Jeep Cherokees in the early to mid 1980’s.

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GEN-3 AMC TALL DECK V8 (1970-1991)

390 V8

The AMC 390 V8 engine produced 325 hp in all except the Rebel Machine. This muscle car engine was rated at 340 hp due to a different intake. Production only lasted one year (1970) before it was stroked to become the 401 cubic inch. Like its GEN-2 cousin, the maximum factory recommended overbore is only 20 thou, though they are commonly bored 30 thou. In Australia the 390 engine was standard equipment in the 1970 Javelin.

401 V8

The 401 had a displacement of 401.11 cu. in. which produced 330 hp gross in 1971 and 255 hp net from 1972 to 1975. In 1976 it was rated at 215 hp. Like the 390, the 401's crankshaft and connecting rods are forged steel. Like the 390, factory recommended overbore is only 20 thou, but commonly bored 30 thou. It was last produced in 1979. Their toughness,

and excellent power output means that 401 engines are highly sought after.

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 and insurance rates 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 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. In Australia the 401 engine was standard equipment in the 1972 Javelin.

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 bottom end. AMC did not build a factory four bolt main block, but they sold aftermarket four bolt main caps through their Group 19 performance parts program back in the day.

The SR block also sold as a heavy duty racing block, which is speculated to be the real reason it was produced in the first place. It appeared in 1970 in time for the 1971 Trans-Am racing season, and was used in the factory Trans-Am backed cars prepared by TRACO for Penske Racing, with Mark Donohue the primary driver. Since it was a standard factory part it did not have to be homologated under T/A rules, and was not used in the 2501 "Mark Donohue" Javelins built to homologate the "duck tail" spoiler. Those received standard 360 or 390 engines, which was buyer’s choice. The only thing special about the Donohue Javelins were the spoiler and "Mark Donohue" signature decals. That makes it an easy model to clone, and makes it difficult for automobile collectors to identify original vehicles.

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HOW TO PICK THE YEAR OF A RAMBLER – THE CLASSIC

The Rambler Classic is an intermediate sized automobile that was built and sold by AMC from the 1961 to 1966 model years. The Classic took the place of the Rambler Six and Rambler Rebel V8 names, which were retired at the end of the 1960 model year.

Introduced at first only as six-passenger four-door sedan and station wagon versions, additional body styles were added with two-door models available as a ‘post’ sedan and in 1964 as a sporty pillar-less hardtop, as well as a convertible for 1965 and 1966. Motor Trend magazine selected AMC’s Classic line as ‘Car of the Year’ award for 1963. The Rambler Rebel name replaced Classic on AMC’s completely redesigned large wheelbase line of cars in 1967, and for 1968 the Rebel was renamed the AMC Rebel as AMC began the process of phasing out the Rambler marque. Throughout its life in the AMC model line-up, the Classic was the high-volume seller for the independent automaker.

1961

The 1961 Classic featured a new front end with a one-piece, rectangular extruded aluminium grille, new fenders, hood, sculptured door panels, and side trim, as well as one-piece bumpers. Models included the Deluxe, the Super, and the Custom (featuring bucket seats in a four-door sedan). The suggested retail price for the basic Deluxe four-door sedan was US$2,098 and was only $339 more for a station wagon.

In 1961, the Classic was available in either an inline 6 (the 195.6) - or with a V8 (the 250 c.i., a small bore small stroke engine that would be enlarged to 287 and 327 displacements). A lighter by 80 pounds (36 kg) aluminium block version of the OHV I6 engine, sometimes referred to as the 196, was offered as an option on Deluxe and Super models. The die cast block featured iron “sleeves” or cylinder liners with a cast iron alloy cylinder head and produced the same 127.5 horsepower (95 kW) as the cast iron version.

American Motors “defied the detractors” with its emphasis on economical and compact-sized cars achieving a sales total of 370,600 vehicles in 1961, lifting the Rambler to an unprecedented third place in the charts behind Chevrolet and Ford.

1962

For the 1962 model year, the Super models were dropped and replaced by a 400 model. Also for 1962, AMC's flagship Ambassador models were shortened to the same 108-inch (2,700 mm) wheelbase as the Classic's. Also, the V8 engine was no longer available in the Classic models. This meant the Ambassador models were the only ones with V8’s in the AMC line up. The two-door sedan body style Rambler Classic was a unique one year offering for 1962.

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HOW TO PICK THE YEAR OF A RAMBLER - THE CLASSIC

The front grille was modified for 1962, but the free-standing Rambler lettering in the lower centre remained. The revised rear end received new round tail lamps, while the previous tailfins were ‘shaved off’. Rambler was one of the last cars to incorporate the tail fin design and became one of the first to do away with them, and to build clean, simple, uncluttered cars. The back door upper window points were also rounded off for 1962.

Starting in 1962, AMC took a leadership role with safer brake systems in all Ramblers featuring twin circuit brakes, a design offered by only a few cars at that time. Classics with an automatic transmission continued to use push-buttons mounted on the left side of the dashboard with a separate sliding pull tab for the "park" position. The cast-iron block six cylinder engine was standard on Deluxe and Custom models with the aluminium version optional. The 400 received the aluminium block, but the cast iron was a no cost option. Other improvements for 1962 included a price cut of $176 on the popular Custom Classic sedan.

The popularity of the compact-sized Classic continued in the face of a dozen new competitors. Sales of the 1962 model year Classics increased by over 56,000 in the first six months compared to the same period in 1961. A Popular Mechanics nationwide survey of owners that had driven a total of 1,227,553 miles (1,975,555 km) revealed that the Rambler is likeable, easy handling, providing stability and comfortable, roomy ride with low-cost operation. Flaws included inadequate power and poor workmanship.

Experimental Model - The Centaur]

American Motors highlighted the Rambler Centaur at the 1962 Chicago Auto Show on a raised platform in the centre of automaker's exhibit area. The car was based on a two-door sedan that did not look remarkably different from regular production models.

1963

For the 1963 model year, the Rambler Classic line was completely redesigned with subtle body sculpturing. Outgoing design director, Edmund E. Anderson, shaped the Classic that was named Motor Trend magazine's 1963 “Car of the Year.” These were also the first AMC models that were influenced by Richard A. Teague, the company's new principal designer. He turned these economical cars into smooth, streamlined beauties with tons of options and V8 pep.

Being of a suitable size for international markets, this Rambler was assembled in a number of countries. In Europe, Renault built this car in their Haren, Belgium plant and marketed it as a luxury car, filling the gap above the tiny Renault Dauphine.

The 1963 Classics were also the first all-new cars developed by AMC since 1956. Keeping the philosophy of the company, they were more compact – shorter and narrower by one inch, as well as over two inches lower – than the preceding models; but lost none of their “family-sized” passenger room or luggage capacity, featuring a longer 112-inch wheelbase.

American Motors’ “senior” cars (Classic and Ambassador) shared the same wheelbase and body parts, with only trim differences and standard equipment levels to distinguish the models. Classics came in pillared two and four door sedans, as well as four door wagons. The model designations now became a Mercedes-like three number model designation going from the lowest 550 (essentially fleet cars), 660, to highest 770 trims (replacing the Deluxe, Custom, and 400 versions).

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HOW TO PICK THE YEAR OF A RAMBLER - THE CLASSIC

As in 1962, the 1963 Classics were initially available only as six cylinder 195.6 cu.in. models. The Ambassador’s standard V8 power, featuring AMC’s 327 cu.in. engine, was the chief distinguishing feature from the Classic model line. In mid 1963, a new 287 cu in V8 option was announced for the Classic models. The 198 hp V8 equipped Rambler Classics combined good performance with good mileage; even with the optional “Flash-O-Matic” automatic transmission, they reached 0 to 60 mph in about 10 seconds and returned fuel economy from 16 miles per US gallon (15 litres/100 km; 19 mpg imp) to 20 miles per US gallon (12 litres/100 km; 24 mpg imp).

The new AMC cars incorporated numerous engineering solutions. Among these was curved side glass, one of the earliest popular priced cars with this feature. Another engineering breakthrough was combining separate parts in the monocoque (unit construction) body into single stampings. One example was the “uniside” door surround that was made from a single stamping of steel. Not only did it replace 52 parts and reduce weight and assembly costs, it also increased structural rigidity and provided for better fitting of the doors.

American Motors' imaginative engineering prompted Motor Trend magazine to give the Classic - and the similar Ambassador models - their Car of the Year award for 1963. Motor Trend’s award “is based on pure progress in design; we like to make sure the car is also worthy of the title in the critical areas of performance, dependability, value, and potential buyer satisfaction.”

1964

The 1964 model year Classics, were refined with stainless steel rocker mouldings, a flush single plane aluminium grille replacing the previous year’s deep concave design, and oval tail-lamps replacing the flush mounted lenses of the 1963’s. Classics with bucket seats and V8 engine could be ordered with a new “Shift-Command” three-speed automatic transmission mounted on the centre console that could be shifted manually.

A new two-door model joined the line only available in the top 770 trim. The pillar-less hardtop offered a large glass area, and its sales were brisk. The sporty 770 version featured individually adjustable reclining bucket seats, as well as optional centre console. Many consumers continued to perceive the 1964 Ramblers as economy cars and the six-cylinder models outsold the V8-powered versions.

New Model - Typhoon

American Motors unveiled the Typhoon in April 1964. This mid-1964 model year introduction was a sporty variant of the Classic 770 2-door hardtop. This special model was introduced to highlight AMC's completely new short-stroke, seven main bearing, 145 hp, 8.5:1 compression ratio 232 cu.in. “Typhoon” modern era inline-6. Production of this commemorative model was limited to 2,520 units and it was only available in a two-tone Solar Yellow body with a Classic Black roof, and a sporty all-vinyl interior for US$2,509. The car also featured a distinctive “Typhoon” script in place of the usual “Classic” name insignia, as well as a unique grille with black out accents.

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HOW TO PICK THE YEAR OF A RAMBLER - THE CLASSIC

All other AMC options (except engine choices and colours) were available on the Typhoon. The engine became the mainstay six-cylinder engine for AMC and Jeep vehicles. It was produced, albeit in a modified form, up until 2006. The 232 I6 engine’s name was soon changed to “Torque Command”, with Typhoon used to describe AMC’s new line of V8’s introduced in 1966.

Experimental Model - Cheyenne

The 1964 Chicago Auto Show was used by AMC to exhibit the Rambler Cheyenne in a viewing area made from knotty pine planks. The show car was based on the top-of-the-line Classic Cross Country station wagon finished in white, highlighting its full-length gold-tone anodized aluminium trim along the upper part of the body sides (replacing the side spear that was standard on 770 models) as well as matching gold trim on the lower part of the tailgate between the tail-lights.

1965

The 1965 model year Classics underwent a major redesign of the new platform that was introduced in 1963; essentially the 1963 -1964 design with a rectilinear re-skin similar to that of concurrent Ambassadors. Fresh sheet metal design was applied to the original 112 inch wheelbase and 195 inch long integral body-frame with only the roof, doors, and windshield as carryovers. Unchanged was the suspension system including a torque tube with coil springs with a Panhard rod.

The Rambler Classic was now shorter than – as well as visually distinctive from – the Ambassador line, while still sharing the basic body structure from the windshield back. For the first time a convertible model was available in the 770 trim version. The two-door sedan was dropped from the 770 model lineup.

The 1965 Classic models were billed as the “Sensible Spectaculars”, with emphasis on their new styling, powerful engines, and their expanded comfort and sports-type options, in contrast to the previous “economy car” image.

Popular Science magazine reported, “You can have a 1965 Classic as a penny-pinching economy car or a storming performance job.” Additional performance options for 1965 included power front disc brakes with four-piston calipers that were supplied by Bendix. The standard 4-wheel drum brakes also continued to feature AMC’s “Double-Safety” master cylinder system. The dual master cylinder was available in only one “Big Three” car: Cadillac.

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HOW TO PICK THE YEAR OF A RAMBLER - THE CLASSIC

1966

The 1966 model year Rambler Classics received minor trim changes and additional standard safety features, including padded dash and visors, left outside mirror, as well as seat belts for the front and rear passengers. The 660 mid-trim level was dropped leaving the 550 and 770 models for 1966. Available for the first time was a floor mounted four-speed manual transmission and a dash-mounted tachometer.

Classics received particular attention to the styling of the roofs for 1966. The two-door hardtop models received a rectangular rear window and more formal and angular “crisp-line” roofline that could be covered with vinyl trim. Sedans had an optional trim-outlined “halo” roof accent colour. The station wagon’s roof area over the cargo compartment was at the same level with the rest of the roof, no longer dipped down as in prior years. The wagons carried Cross Country insignia and featured 83 cubic feet of cargo space, as well as a standard roof rack. Two wagon seating capacities were available: a standard six-passenger version with two-rows of seats with a drop-down bottom-hinged tailgate incorporating a fully retracting rear window for accessing cargo, or in an optional eight-passenger version with three-rows of seats (the third rear-facing) and a left-side hinged rear fifth door. The name Classic was no longer considered a positive factor in the marketplace and AMC began reshuffling model names.

Rambler Rebel

A top-of-the-line version of the two-door hardtop Classic was offered under the historic Rambler Rebel name. It replaced the 770-H and featured special badges and standard slim-type bucket seats with optional checked upholstery with two matching pillows. Public reaction to the tartan touch appearing in some of AMC’s “Project IV” automobile show tour cars, was judged favourable enough to make the unique trim available on the Rebel hardtop.

Serving as one example to verify how AMC products were routinely derided by various automotive press, Popular Science magazine wrote that the new Rambler Rebel reveals a

sudden interest in performance, but its handling package cannot overcome the car's obsolete suspension design. However, AMC was reluctant to forfeit their Nash engineered suspension design which employed a strut type front and panhard rod controlled torque tube rear drive system, both having long coil springs to place the upper spring seats higher into the body of the car. This feature was to afford a softer ride quality and better handling by reducing the geometrical leverage of the car's centre of gravity for less body roll “sway” in cornering.

What was labelled as “obsolete” is juxtaposed by noting how General Motors employed a similar suspension system on their third generation Camaro and Firebird nearly twenty years later which had Macpherson strut front and a torque arm mounted rear drive axle.

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HOW TO PICK THE YEAR OF A RAMBLER - THE CLASSIC

Experimental Model - Rambler St. Moritz

A customized show car was displayed alongside production models during the 1966 automobile show circuit, the snow- and ski-themed Rambler St. Moritz station wagon. The wagon with three rows of seats, featured tinted rear side “observation” windows that curved up and over the roof. The less than half of the original metal roof remaining over the cargo area was finished by a polished metal band and equipped with a special ski rack. The exterior was a light ice-blue pearlescent paint, while the car's dark blue interior featured Corfam upholstery with a metallic embroidered snowflake in each seat back.

Summary Of The Models

1961. Not many of this model still around. Front indicators under the bumper

1962. Front indicators above the bumper

1963. The 1st of the 2nd generation Classics, with the ‘vee’ in grille

1964 Classic, with the flat grille

1965. The 1st of the 3rd generation Classics. Three large vertical bars evenly spaced

1966. The large bars have gone, replaced with seven more subtle vertical bars formed as part of

the aluminium grille extrusion

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A frequent ‘selling point’ I see in adverts for Ramblers goes something like “galvanized body so no rust”, but I think we have all seen Ramblers that are rusty which goes someway to partly disprove the statement. But AMC did provide surface treatment to the cars. Below is a page from a 1963 brochure. You can see that AMC galvanised the “Uniside” (the frame the doors sit in) but nothing else was mentioned. After the car was assembled, then it was deep dipped in rust proofing paint.

When AMC won “Car Of

The Year” in 1963, Ralph

H. Isbrandt, Vice

President of Automotive

Engineering and Research,

American Motors

Corporation, made a press

statement listing the

achievements they had

made which helped win

the award. Here’s what he

said about body

protection.

Better corrosion resistance was another important goal of our new body program. We used more

galvanized steel and reduced the number of welds in many critical corrosion areas. The 1963 Rambler

Classic and Ambassador use 124 pounds of galvanized steel, compared with some 17 pounds on 1962

models. A total of 27 body parts are galvanized, compared with two in 1962.

Besides more corrosion-resistant galvanized steel, all sheet metal parts are still being treated with the

"Deep Dip" protective bath pioneered by American Motors in 1958. In this process, the body structure

is immersed in a chromate primer tank so the protecting chemicals can penetrate areas not reached by

the conventional spray methods.

The new uniside design is revolutionary and exclusive to Rambler. In the past, the uniside was made by

the welding together of 52 stampings to form one complete unit. Our present uniside is a one-piece

stamping which permits production uniformity and better door fittings. The uniside is made of an inner

and outer stamping, both formed from a single sheet of steel. These two stampings are then welded

together. Consequently, the door openings are exactly controlled, because the single stampings are all

consistently drawn in the same dies. There's no chance for door openings to vary due to human error or

variations in fixtures and jigs. The result is a more rigid structure with greater quality.

To further increase the strength of the body, front and rear floor pans, as well as the windshield and rear

window openings, are of one-piece stampings. The entire front end structure, including upper and lower

front cross members, are welded into the body structure. The upper front suspension coil spring seat is

made of galvanized steel. To facilitate removal and repair, the front fenders are bolted on.

Galvanizing was a strong selling point throughout the advertising of AMC. In 1982, they stated that they had galvanized steel in 100% of exterior body panels, along with Ziebart factory rust protection.

So don’t take it for granted that because it’s galvanised, it’s rust free

AMERICAN MOTORS : GALVANIZED BODIES

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Rambler Reunion October 2017 Page 23

AUSTRALIAN MOTOR INDUSTRIES : 1967 PRODUCTION MODELS

In 1967 AMI were building 32 variations of Rambler, Triumph and Toyota vehicles at their facility in Port Melbourne.

By this time it is fair to say that the AMI range of vehicles were upmarket prestige models which in general were a little more expensive than comparable Holden, Ford or Valiant cars of that same time.

Just as an example, the 1967 Rambler American list price was around $3,500, which is close to the same price as a Holden HR Premier or Valiant VC Regal in 1967.

The 1967 Rebel Sedan list price was around $4,900, whereas the

list price for a Ford Fairlane V-8 Sedan as well as the Chrysler Valiant VIP V-8 Sedan was around $4,100.

The photo at left shows 1967 Rambler Rebel body shells near the start of the AMI

production line. From here all bolt on panels were fitted prior to painting. The mechanical driveline items were fitted next with the newly painted bodies lifted into place. Then came wiring, dashboard, interior trim, glass, exterior trim, bumpers, grille etc.

From AMI at Port Melbourne it was normal practice to transport new cars to AMI dealers around Australia with the wheel covers and windscreen wiper arms packed in the boot. The selling dealer would fit these few items as part of the dealer delivery process, which also included a general all-over check and detail of the new car.

The AMI body emblem shown at left was fitted to Rambler, Triumph and Toyota vehicles assembled by AMI from 1968 onward. If you have an eye for detail, then you may have noticed the interior vinyl trim material used on Ramblers are the same as used on Triumph and Toyota, though it

doesn’t make it easier for those trying to obtain original vinyl to carry out restoration or repair to their cars today.

Original AMI production photos are scarce. Some photos were shown in AMI Annual Reports of the 1960’s, and there were also photos used in AMI sales brochures and newspapers adverts, but generally the only other photos that I have seen are from past employees of AMI.

The picture at right is taken from an AMI 1967 Rambler American brochure I have. Written in biro on the inside is “$3619.00 on the road.”

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CLASSIFIED SECTION : PARTS FOR SALE & WANTED New Rambler full width smoke coloured front floor mat. Will suit Rebel/Matador with column shift $140. Used Rambler tissue dispenser in good condition. Suit mid 1960’s $75. Contact Zac Suter in Cremorne NSW. Phone 0410-490-050.

Moran Motor Glass P/L in Brisbane has templates to manufacture windscreens to suit Ramblers. Prices start at $350 ex Brisbane. Windscreens are clear with top tint band. Contact Peter Moran. Phone (07) 3390-8855. W593. 1960-61 Ambassador W624. 1963-66 Classic & Ambassador. W645. 1964-66 Classic Hardtop & Convertible W646. 1964-69 American. W684. 1967-74 Rebel & Matador W829. 1974 Matador X. W747. 1970-74 Hornet W708. 1968-74 Javelin & AMX.

Early 327 V-8 engine, suitable for rebuild. Will suit Nash, Hudson or pre 1963 Rambler with front engine mount location. Kept in dry storage for many years. Contact Allan Long in Melbourne (03) 9725-6971.

Pair of Bendix disc brake callipers. Re-sleeved in stainless steel, (ex 1970 Rebel), but will fit other Ramblers. $300. Contact Steven Lane in Brisbane QLD. Ph. 0414-569-964.

Water pump repairs for Rambler 6 cylinder & V8’s 1960 to 1980. Send me your old water pump and I can overhaul it and return it to you in just a few days. All work guaranteed. Please phone for a quote. JDM Industries P/L. 25 Gober Road, Eltham. Vic. 3095. Phone (03) 9438-5291 or Fax (03) 9438-1587

Rambler 360 V8 engine. Complete with 4 bbl intake manifold, distributor, starter motor etc. Has the #3196291 cylinder heads with 50.6cc combustion chambers. Also have a BW-11B auto trans, diff., power steering, & other sundry items. These parts removed from 1970 Rambler Rebel. Prefer to sell as one lot. Contact Doug Scott in Brisbane (07) 3208-3956.

1970 - 1975 Hornet front & rear sway bars. Made in Australia. Front bars 24mm diameter & rear are 20mm diameter. Powder coated finish, hard-ware items, fitting instructions etc. $289 each plus shipping from Sydney. Contact Mako Marketing,

Brookvale N.S.W. Phone (02) 9453-9199.

New Rambler 343 cubic inch V-8 short motor. Still in it’s original timber packing case from 1969. All new parts including block, crankshaft, pistons, con-rods, camshaft, timing gear & chain. No cylinder heads, sump or timing cover. Correct for 4 barrel application. Comes with original paperwork etc. $2,300 Located at Kilmore in Victoria. Phone Dave Maher 0427-540-708 or Email [email protected]

Reconditioned 390 cubic inch V-8 motor. Was originally from a local 1970 Javelin. All the machine shop work has been completed. Bored 30 thou and crankshaft has been ground. Cylinder heads reconditioned and are the 50.6cc dog leg type with casting number 3196291c. New parts include pistons, rings, bearings, plus a set of exhaust extractors. The engine needs to be assembled. For genuine enquiry contact Tony Urek in Camperdown, Victoria. Phone 0409-932-016 or Email [email protected]