AMCman Ramblings

1
AMCman Ramblings
VOLUME 2 NUMBER 5
Nov. 06. Jan. 07 NEWSLETTER OF THE AMC
MANITOBA CAR CLUB
Feature car Dan Funks 67 Marlin
www.amcman.com

• FOR ALL WHO HAVE AN INTEREST IN THE CARS PRODUCED
  BY AMERICAN MOTORS, JEEP, RAMBLER,
• NASH, HUDSON, TERRAPLANE AND JEFFERY FROM 1902
  TO 1987

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From the President
AMC guys are all a little different. AMC cars are
all a little different. examples who would
spend 25,000 years of their life restoring a
4 door 1955 sedan.( check out the pictures of the
Garden City Car Show  the beautifully restored 4
door 55 Nash ), or was there ever a more unique
car ever built than the 69 SC/Rambler. Well I say
different is good. The first year I had my
Javelin, I entered the parade going
down Portage from the Stadium later
staged downtown at the Cruzin Down Town event. In
the parade later where I was directed to park
was next to an absolutely striking 69 Camaro that
was restored beautifully with a fully dressed
detailed in chrome Big Block. The owner of the
Camaro was a nice enough person but became very
annoyed with me my car. 
After hours of sitting observing most spectators
bypassing his baby stopping to look closely at
the Javelin, many had positive comments asked
lots of questions about my car. I was also asked
to consider showing my car in the next World Of
Wheels show as I was sitting next to my agitated
neighbor.  My point here is most people
appreciate us our cars. So be proud of
your "different" car  I hope that you get as
much gratification as I have experienced these
past couple years. ( even if it hasn't shown the
same increase in dollar value as some fancy Chevy
or Mopar.) 
This is a quote from the February 2007 issue of
Hemmings Classic Cars story on restoring a 58
Ambassador  " joining an owners club is one of
the most rewarding experiences anyone can enjoy
in this hobby. AMC fans have fervor in vast
amounts, certainly, but they also have empathy
for anyone who takes custody of one of their
beloved Nashes and are always ready to help"
Robin Carruthers
From the Vice President
Robin, Gerry and I met with Morton Moolde (Casino
Hospitality Manager) he has informed us our car
show has been approved and will be held at Club
Regent Sunday June 10/07. Club Member Brock
Philip has purchased a 1974 Javelin race car
which will be running at Gimli this summer. We
are hoping to feature Brocks race car in an up
coming newsletter.
Jim LEsperance
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From the Editor

• This issue we have one of the best restored cars
  in the club, you can not get any better interior
  than what is in Dans Marlin. Our other story is
  about 2 more AMXs getting ready to hit the
  streets. After that long stretch of cold weather
  I am eager to go and see the cars at World of
  Wheels and RodORamma. If you are thinking about
  putting your car in contact Robin or Jim, they
  should be able to get you entry forms.
• If you have any story or tech. Ideas, take some
  pictures, write a story and email them to me at
  AMC360_at_mts.net

Chris Penny
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 membership_at_amcman.com to request
membership or to change your membership details.
Club Executive Robin Carruthers
(President_at_amcman.com) Jim LEsperance
(vice-president_at_amcman.com) Gerry Saunders
(treasurer_at_amcman.com) Chris Penny
(secretary_at_amcman.com) Board Kurt Dmytruk, Duane
Beach Bob Mai (webmaster_at_amcman.com)
NAME_____________________________________________
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OV_________POSTAL CODE_________ HOME
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ANS______________COLOUR_________________________
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___________________ 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
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Caught in the middle, but far from homeless, are
the Marlin from AMC and Dodges 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 doesnt want to give up
room and comfort and isnt 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
Marlins 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 isnt 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
Chargers 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 isnt 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.
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Motor Trend May 1967 Marlin Charger
We had the most time in the 383 and found it to
be a very reasonable compromise. Ours had the
4-bbl. carb and, while it didnt 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 isnt nearly as exciting to drive.
This doesnt 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 cant 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 hasnt 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
couldnt 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 dont
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 weve 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.
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Motor Trend May 1967 Marlin Charger
Stopping the cars was an interesting problem.
Weve 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 well
attempt to draw are that the bigger engine cars
really need discs, and dont 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 Chargers
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,
its 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 Marlins reclining seats, well worth the
extra 44.65 to anyone who travels long distances
on a forced-march schedule, and Chargers
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.
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Motor Trend May 1967
Both suffer another fastback curse restricted
rear visibility. Rear windows are large, but the
sloped angle limits the view to a slim slot. The
Charger, with a wider window, has a slight edge,
but neither is a good as the Mustang. Even with
their biggest engine options, neither has the
pretensions of sports car performance that the
Sting Ray or Shelby cars (or even the hot
Mustangs, Camaro and Firebirds) can claim. Both
hedge short of being luxury cars. But even being
betwixt and between, each seeks a special part of
the market, though not the same one. Bob
Schilling

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Feature car Dan Funks 67 Marlin

This fish tale begins in 1985. My first car was
a 67 Ambassador 880 2dr sedan w/6cyl and
automatic trans. It came with the owners 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 brothers.
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Feature car Dan Funks 67 Marlin
It sat there for about a year while I saved some
cash and did a little research. Privacy laws did
not allow for much of a history. My Marlin was
built in Kenosha, WI in September 66 and is
number 257 of 2545 produced. It appears that it
spent its life in or around Jefferson City, MO
until July 83 when it came here.
The mileage listed with the last title closely
matched the numbers on the odometer (about 45k).
Considering the condition of the body and the
dates in the title history, I think I am safe in
assuming that this was the original mileage. In
the fall of 1999, paying no heed to the y2k
scares, I began to disassemble it. Everything
that could possibly come apart did. The only
bolts that ever broke were two studs on the hood
and the typical water-pump-to-timing-housing
bolts. I think I could identify and place any
part of that car blindfolded with one arm behind
my back!
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Feature car Dan Funks 67 Marlin
Slowly, things began to go further than I had
planned. At one point, I was going to remove all
the undercoating so that I could have an
underside as shiny as the topside. Yeesh! But
time and money were the deciders. Besides, that
black stuff was doing a fine job after all!

The engine was done over the winter in 99 at
Custom Crankshaft, mostly stock but with a mild
cam added. The exhaust is a 2.5 aluminized
true-dual system with Cherry Bomb Vortex
mufflers and ceramic-coated exhaust manifolds.
A friend and I went about the task of stripping
the old paint down to bare metal rather slowly.
At the same time, I cleaned every nook and
cranny, sandblasting front and rear end
components and wheelhouse lips, etc., etc. The
body used minimal filler and was lovingly blocked
for hours on end. No orbitals here!
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Feature car Dan Funks 67 Marlin
The seats and interior were original, but tired
and I had exhausted all my cash reserves. They
would have to wait until 2005 to be done. I had
Ottos 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 havent done, such as the rear end and
rear window gasket (which keeps me running at the
first sign of rain. Doh!).
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Feature car Dan Funks 67 Marlin
There are still many things I have planned to do
to the Marlin, like a rear-window louver
treatment (maybe), limited-slip differential, 15
rims, reviving the air-conditioning, putting some
fear under the hood and lots of other stuff Ill
keep under my hat for now. It keeps me busy but
Im always hoping that a 70s 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.
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Feature car Dan Funks 67 Marlin
Congratulations to Dan for winning the best AMC
at last years fabulous 50s show at Garden City
Shopping Centre.
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Field of dreams
Please save me We need more gremlins on the
street
A little Nash hiding in the bushes
Speaking of more cars we need on the road, here
are 2 Javelins that need to be fixed so the AMXs
will not outnumber us.
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Field of dreams
This in another car that should be on the road.
There are not too many of the big AMCs 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 60s Ramblers
Hears one for the Jeep fans
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Tech Corner
AMC Inline 6 Oil Problem AMC issued a TSB
(technical service bulletin) on 12/21/1967
detailing how to fix an oiling problem with the
inline 6 engines. It only applies to the 199 and
232 cu.-in. engines made before 1971 with shaft
type rocker arms. The shaft rocker arms were
also used a few years in the mid-70s 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 doesnt 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 60s 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.
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Tech Corner
HEAD
SHOULDER
THREADS
SHANK
½
¼
RADIUS HERE
Figure A
To do this modification, youll 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 cant
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
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Project Terry Teresa Vandervoorts His Her
AMXs
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 AMCs 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.
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Project Terry Teresa Vandervoorts His Her
AMXs
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.
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Project Terry Teresa Vandervoorts His Her
AMXs
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 colors to
black. Mine has posi and tilt with the go pack
package.  Teresas 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 Teresas 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!!!!!!!!!!!!!!!!!!!!!!!!!!
!!!!!!
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AMCs From the USA
A fine looking Jeepster
Nice!
A pro-street AMX with a full roll cage and a 401
I am not sure about the ground effects?
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Classified For Sale

• 1960 Rambler Super 4-door for parts  Body is
  rusty but has all good glass, chrome, grill,
  stainless, dash, fair interior, push-button AT. 
  Engine not seized, not running.   Contact John at
  [phone]
• 1974 Javelin 360 4V parts car, good front
  fenders, bumpers and trunk.  Contact Dan Masse at
  [phone]
• 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 dsmopars_at_shaw.ca or
  call [phone]
• 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 [phone] (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 karmyhnj_at_hotmail.com
• 1958/1959 Rambler tail light lens, N.O.S.,
  12.00  Same years tail light lens, used, 6.00 
  Contact Joe at [phone] or jbholmes_at_mts.net
• '71-'74 AMX/Javelin rear trunk spoiler.  Needs
  finishing repairs on right-side corner, 300.00. 
  Call Kim at [phone]
• 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
  chillyar_at_mts.net 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
  [phone] or evansj_at_mts.net

• 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 jaymonday_at_wallmart.com or call
  [phone]
• New auto trans mount, red dash grab handle, and
  good black dash for '74 Javelin.  Call Terry or
  Teresa at [phone]
• 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
  ckdann2001_at_hotmail.com or call [phone] or
  [phone] after 430 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
  dsommer_at_grenergy.com
• 1966 Ambassador 2-door hardtop, good running
  condition, 287 automatic, some rust in the
  lower-rear quarters.  Call Don at [phone]
• 1977 AMX Hornet A/C unit.  Will trade for front
  valence, rear louvers and grille.  Will sell for
  800 OBO.  Contact Glenn at [phone] or
  gmeinecke22_at_msn.com
• Twin grip center section with 287 gears out of 75
  Matador 50
• Pierre Cardin interior from 72 javelin, complete
• call or email Chris Penny
• 586-3301 amc360_at_mts.net
• American Motors Corporation Dealership Flag.  3'
  x 5'  Never flown.  Very good condition.  Asking
  95.  Picture available upon request.  Contact
  Scott Watson at swgreenmachine_at_msn.com

27
Classified Wanted

• Looking for some 10-inch rear rims to put on a
  set
• of 295/50's.  Call Terry [phone]
• Right-front fender for an '81 AMC Spirit needed. 
  Call Robert [phone] or
• [phone]
• Tail light lenses and fender extensions for '68
  Rebel.  Please contact Rick
• atrude57chevy_at_hotmail.com
• Transmission, heater housing or heater core for
  '68 AMX 390.  Contact Joe at
• [phone] or jbholmes_at_mts.net
• '69 AMX fuel tank sending unit.  Call Andre at
  [phone]
• '65 Ambassador Rambler, or compatible Rambler,
  control cable running from the dash,
• through the firewall, to the vacuum wiper box. 
  Must have the small washer attached
• to the end that goes in the box.  Please contact
  Stuart at stuart_at_busatcomputers.com
• '68 AMX side pipes, doors and mirrors.  Call
  Terry at [phone]

28
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