VOLUME 2 NUMBER 5 Nov. 06. – Jan. 07 NEWSLETTER OF THE AMC MANITOBA CAR CLUB . AMCman Ramblings. Feature car: Dan Funk’s 67 Marlin. FOR ALL WHO HAVE AN INTEREST IN THE CARS PRODUCED BY AMERICAN MOTORS, JEEP, RAMBLER,
VOLUME 2 NUMBER 5 Nov. 06. – Jan. 07
NEWSLETTER OF THE AMC MANITOBA CAR CLUB
Feature car: Dan Funk’s 67 Marlin
FOR ALL WHO HAVE AN INTEREST IN THE CARS PRODUCED BY AMERICAN MOTORS, JEEP, RAMBLER,
NASH, HUDSON, TERRAPLANE AND JEFFERY FROM 1902 TO 1987
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"
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.
To be eligible for membership, all you have to be is a true AMC enthusiast. Ownership of an AMC is not required.
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@example.com to request membership or to change your membership details.
Robin Carruthers (President@amcman.com)
Jim L’Esperance (firstname.lastname@example.org)
Gerry Saunders (email@example.com)
Chris Penny (firstname.lastname@example.org)
Board: Kurt Dmytruk, Duane Beach
Bob Mai (email@example.com)
HOME PHONE:______________WORK PHONE:_______________________
VEHICLE YEAR / MODEL:_________________________ENGINE:_________
*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
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 luxury-personals: 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 Camaro-Firebird shell inspires such a polarization of opinion. Powertrain & PerformanceCompetition-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.
Motor Trend May 1967 Marlin & Charger
With barely enough miles on the clock to permit high-speed driving, we turned the Hemi-Charger 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.
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 stoplight-winter 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.
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 Hemi-Charger 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 5-foot-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.
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.
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.
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-pump-to-timing-housing bolts. I think I could identify and place any part of that car blindfolded with one arm behind my back!
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!
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!).
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 air-conditioning, 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 TRANS Flash-o-Matic
BODY # R010080 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.
Congratulations to Dan for winning the best AMC at last years fabulous 50’s show at Garden City Shopping Centre.
“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.
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
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.
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
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.
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.
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!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
A fine looking Jeepster
A pro-street AMX with a full roll cage and a 401
I am not sure about the ground effects?
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 firstname.lastname@example.org 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 6-cylinder engine. Runs very well. Manual transmission and front and rear seats also available. Contact Karmyhn at email@example.com
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 firstname.lastname@example.org
'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@example.com 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 firstname.lastname@example.org
1969 AMX 360 4-speed. Needs rear quarter-panel, 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@example.com or call (865) 993-2455
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 firstname.lastname@example.org or call (204) 998-4666 or (204) 663-0236 after 4:30 PM. Pictures available upon request.
1964 AMC American for parts. Engine, 3-speed transmission and other parts available. Will sell very reasonably. Contact Don at email@example.com
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 firstname.lastname@example.org
Twin grip center section with 287 gears out of 75 Matador $50
Pierre Cardin interior from 72 javelin, complete
call or email Chris Penny
American Motors Corporation Dealership Flag. 3' x 5' Never flown. Very good condition. Asking $95. Picture available upon request. Contact Scott Watson at email@example.com
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, 4-speed. Rusted body. Professionally rebuilt 304 long block, dogleg ports, 0 miles. $600 for the engine, firm. Call Duane at (403) 660-1093 or e-mail at firstname.lastname@example.org
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) 299-9787
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