1967 AMC Marlin

The Rambler Marlin, and later the AMC Marlin, was a mid-sized personal luxury two-door fastback produced from 1965 to 1967. It was based on the 1964 Rambler Tarpon concept car and conceived by the design studio headed by the famed Richard Teague. The styling was distinctive in its pillar-less, fastback roofline and the standard features focused on luxurious appointments and driver/passenger comfort. While the popular formula for the intermediate line throughout the industry, especially with the 'Big Three', focused heavily on performance components and potent engines, American Motors favored luxury, comfort, and spaciousness.

The Marlin rested on AMC's intermediate-sized Rambler Classic platform with a wheelbase size of 112-inches, an overall length of 195 inches, and a height of 53 inches. Its roofline was inspired by the Tarpon show and gracefully traveled from the windshield to the rear of the vehicle in an unbroken sweep, yet offered adequate rear passenger headroom for tall individuals. Even CEO Roy Abernethy, who was six-foot-four, was able to sit comfortably in the rear passenger area.

The Rambler Marlin was one of the first American automobiles equipped with front disc brakes as standard equipment. The discs had a four-piston design by Bendix, while the rear brakes were drums without servo assistance. The standard inline-6 cylinder engine produced 145 horsepower and a total of 2,005 Marlins were so equipped in 1965. Over forty percent of buyers selected the 327 cubic-inch V8 with four-barrel carburetion and 270 horsepower paired with an automatic transmission.

The interiors featured individual reclining front seats or optional reclining front bucket seats which could be ordered with headrests. There were front and rear center armrests when bucket seats were selected, and retractable front seatbelts were optional. The interiors from the two-door AMC Ambassador were used for the Marlin, including the instrument panel and the dashboard, albeit with modifications. The dashboard on the Marlin was accented with engine-turned aluminum, and the door panels received carpeting and stainless steel trim.

AMC built 10,327 examples of the Marlin during its abbreviated first year of production, followed by a sharp decline in sales the following year to just 4,547 units. It was priced at $3,100 in its first year and lowered by approximately $500 the second year as AMC worked aggressively to broaden its appeal. The list of options grew, but the introduction of new fastback models from Dodge (the Charger) and the vast landscape of performance options, including the Ford Mustang and products from GM, especially those from Pontiac and Chevrolet, affected Marlin's sales.

The 1967 AMC Marlin

AMC decided to move the Marlin further upmarket for 1967, making it larger, more luxurious, and more expensive. It was given a complete redesign and now rested on a 118-inch wheelbase sourced from the AMC Ambassador. The two-door fastback, priced at $2,670 with six-cylinder power and $2,770 with the base V8, retained its semi-elliptical side window openings and sporty roof styling with seating for six occupants. New design features included a rectangular gas filler door and Rally lights incorporated into the grille. The front and rear had wraparound bumpers with the back incorporating side marker lights on the trailing edge of the rear fenders. The taillights were new and had a similar design to those of the first-generation (1965) Marlins. The round medallion previously seen on the rear deck area was removed, and Marlin's equipped with V-8 power wore V-shaped emblems at the forward edge of the front fenders.

AMC had moved the Marlin 'upmarket' in hopes of increasing its popularity but also to make room for the introduction of the new compact-platform-based Javelin in 1968. The 1967 Marlin was 6.5-inches longer than the previous year, with most of that space used for rear occupant comfort, particularly in increased legroom. It was wider by over 2 inches, but with the more luxurious and comfortable interior the 1967 Marlin paid an approximately 350-pound weight penalty compared to the previous year. Due to the larger size, the rear window was larger which helped improve rear visibility.

The list of standard features was the same as the Ambassadors, with premium materials and fittings, wood-grain trim, and many were optioned with reclining bucket seats with center armrests. The new interior featured a safety-oriented dashboard with the instruments and controls grouped in front of the driver, while the remainder of the dash was moved forward, away from the passengers. The knobs and controls were designed with safety in mind, with smoother surfaces and devoid of protrusions that could be detrimental during accidents. Additionally, the steering wheel was designed to collapse upon impact.

The standard six-cylinder engine throughout the Marlin's existence was the 232 cubic-inch, overhead-valve unit with hydraulic valve lifters, seven main bearings, 8.5:1 compression, and 145 horsepower at 4,400 RPM. In 1967, just 355 Marlins were equipped with six-cylinder power. The standard V8 was initially 287 cubic inches in 1965, but grew to 290 CID by 1967, with just over ten more horsepower than its predecessor and rated at 200 bhp. With a four-barrel carburetor, engine output rose to 225 bhp. The 343 CID V8 option with a two-barrel carb produced 23 hp or 280 hp with the four-barrel carburetor. A three-speed manual transmission was standard, while an automatic and four-speed manual were optional. The four-speed was only available with V8 engines. A Shift-Command automatic transmission with thumb-button operated floor-shift was a $217 option in the Marlin.

The rear suspension system gained a new four-link, trailing-arm setup which did away with the previous torque tube design.

The Marlin's lack of popularity, similar to the Dodge Charger, was perhaps due to its inability to 'identify' as a luxury or sport model. It successfully combined both of these attributes, but most buyers were seeking one or the other. Buyers seeking this level of luxury and prestige often purchased a Cadillac, Lincoln or Buick (or similarly prestigious model). For the buyer seeking a two-door sports car, the list of options was extensive, from Ford, Chevy, Pontiac, and many others. Marlin's inability to fully connect with either of these buyer segments ultimately resulted in its demise after just three years, with overall production failing to eclipse 18,000 units. The total three-year production was 17,419 units including 2,545 built in its final year.

The Marlin's popularity was also affected by the customer's lack of confidence in the financial stability of AMC, particularly due to its dramatic reshuffling within the marketplace, moving away from its loyal 'economy' customers as it embraced the more popular markets dominated by the domestic 'Big Three' (Chrysler, Ford, and GM).

by Dan Vaughan

Hardtop Fastback

American Motors built compact, economical cars for families and value shoppers. In the early sixties, AMC management began to move to larger, more luxurious designs in order to go toe-to-toe, feature-for-feature with the competition across town. The concept car, the Tarpon, debuted at the 1964 SAE convention in Detroit. It promised excitement, sportiness, and a distinctive fastback style. It was intended as a flashy, mid-size entry at a time when the Big Three were promoting powerful muscle cars as their intermediate image vehicles.

AMC press releases targeted buyers wanting a sporty yet roomy fastback. It was to outflank Ford, GM, and Chrysler pony-car competitors with comfort and spaciousness. The production car was called the Rambler Marlin and was introduced in February 1965. It sold 10,327 in its first year.

A major redesign in 1967 resulted in a new, longer Ambassador-based full-size chassis. The result was an elegant, well-balanced Marlin; longer, wider and lower. Aimed at the evolving personal luxury segment, it had a long list of standard equipment and plenty of options. Engines included a base 290 cubic-inch 2-barrel V8. Two 343 cubic-inch V8s were optional; a 2-barrel that ran on regular gas and a high-compression (10.2:1) premium-fuel 4-barrel dual exhaust version that produced 280 horsepower and 365 pound-feet of torque. A 232 cubic-inch six was also available.

This car was built late in 1966, near the end of the Marlin's three year run. It features the 343 CID V8, bucket seats, and factory air.

Hardtop Fastback

As the pony and muscle car market emerged in the mid-sixties, American Motors developed a show car, the Rambler Tarpon, based on the compact Rambler American featuring a fastback roofline. Since this chassis would not accept a V8, the decision was made to produce a new sporty, roomy six-passenger sedan. Introduced in 1965 under the Rambler name, the new Marlin was built on the Rambler Classic mid-size 112-inch wheelbase chassis with many parts interchangeable. The Marlin was unique and preceded the 1966 Dodge Charger, which had a similar fastback roofline. AMC fully redesigned the Marlin for 1967, moving it from the Classic platform to the even larger (118-inch wheelbase) Ambassador platform. The 1967 Marlin offered engines ranging from a 155 hp, 232 CID I6 to a 280 hp, 343 cubic-inch V8, an automatic or manual transmission, and column shift/bench or console/bucket seats.

The AMC Marlin was a vehicle aimed at competing with a new breed of vehicles. Ford had their Mustang, Chrysler had the Barracuda, and General Motors had their pony cars such as the Camero and Firebird. AMC decided to enter this segment of the market with the Marlin, a vehicle that could best be classified as an intermediate sports sedan. Under the leadership and direction of Roy Abernethy, the AMC Marlin was introduced in early February of 1965 and offered at a base price of $3100. It was in dealer showrooms in March of 1965.

The vehicle was equipped with four-piston front disc brakes and non-servo-type rear drums. A three-speed gearbox came standard. Power windows, AM/FM radio, tilt steering, and air conditioning were offered as optional equipment. A wide range of interior and exterior colors allowed even further customization.

The Marlin was an immediate success for the company, helping to create a profit of over 5 million dollars. In its first year, 10,327 Marlins were sold.

The 1966 Marlin did not sell as well as the prior year. Sales plummeted by nearly half; only 4547 examples were sold.

In 1966, the Rambler logo was removed from the hood and rear of the vehicle. Minor styling and mechanical changes occurred in 1966, but for the most part, the vehicle remained the same. The base price was lowered to around $2600. A four-speed manual gearbox was not offered. The ability to customize the vehicle continued with the addition of two new engines, a 232 cubic-inch six, and a 327 cubic-inch V8. The 232 cubic-inch, inline-six-cylinder engine was capable of producing 155 horsepower, while the V8 produced 250 horsepower.

Drastic changes occurred for the Marlin in 1967. It began using the chassis used on the AMC Ambassador, which increased the size of the vehicle. The length grew by six and one-half inches, the wheelbase by six inches, and the width by four inches. This greatly increased the weight of the vehicle. That being the case, it also created more room for larger engines. A new 290 cubic-inch and 343 cubic-inch V8s were offered.

Sadly, even with all these changes, sales still were slow. In 1967, only 2545 units were sold.

by Dan Vaughan

Introduced in 1950, the Nash Rambler was designed to be much smaller than other contemporary vehicles while still accommodating five passengers easily and comfortably. Produced by the Nash Motors division of Nash-Kelvinator Corporation for six years only, the Rambler was responsible for establishing a new segment in the automotive market. Widely considered to be the original modern American compact vehicle, the Nash Rambler was originally going to be called the Nash Diplomat. Dodge had already reserved the Diplomat name for a two-door hardtop body style, so the Rambler name was resurrected instead.

Introduced during the 1950 model year, the Nash Rambler was the entry model for the low-price segment that had been dominated by models from Ford, Chevrolet, and Plymouth. Riding on a 100' wheelbase, the new model was designed to be smaller in dimension and lighter in weight than the other popular cars of the time. Nash was able to save on materials in its productions, and owners would have better fuel economy by keeping the vehicle smaller. Producing 82 hp, the Rambler's power came from a 173 in³ L-head 6-cylinder engine.

The 'landau' was the designation for the up-market two-door convertible new Rambler. The Rambler attempted to gain a positive public image rather than being seen as an inexpensive little vehicle. The Nash Rambler was equipped with various features that included wheel covers, an electric clock, a pushbutton radio, and whitewall tires.

The Rambler was compact, and the design had a rounded form with an enveloping body that enclosed the front wheels. Fortunately, the design did not impair the vehicle's cornering abilities. The Nash Rambler kept the fixed roof structure above the vehicle's doors and rear side window frames, unlike the traditional convertible of that time period that used frame-free windows. The retractable canvas top used this metal structure as the side rails or guides. The body of the vehicle was considered to be rigid for an open-top vehicle, though this design did allow Nash to use its monocoque unibody construction on its new compact.

The Rambler line was enhanced to include the Country Club in 1951, a two-door station wagon, and a two-door hardtop. It wasn't until 1953 that the Nash Rambler received its first significant restyling, which included an all-new 'Airflyte' styling that the 'senior' Nash models had received the previous year. Also this year, a new two-door sedan was added to the lineup.

In 1954 the Cross Country was added to the line-up, which included a four-door station wagon and a four-door sedan. The Cross Country rode on a 108-inch wheelbase, and during the following year, the traditional front wheel wells were open and exposed.

The Hudson Motor Car Company merged with Nash in 1954, with the successor being the American Motors Corporation. Soon after the merge, Ramblers were badged as Hudson brand cars. Nash Ramblers and Hudson Ramblers were virtually identical, except for the brand name and some minor brand badging.

An all-new Rambler was introduced in 1956 by American Motors, which featured an increase in the overall length of the vehicle, though still riding on the same 108' (2743mm) wheelbase. Ramblers now only were sold as four-door models, alongside four-door sedans, station wagons, and a new four-door hardtop sedan. A new four-door hardtop station wagon was featured in 1956, an industry first.

The Rambler was no longer branded as either a Nash or Hudson in 1957 but simply as a Rambler in its own right. A 250-CID V8 engine was finally made available in Ramblers for the first time in 1957. Also new for this year was a unique high-performance four-door hardtop sedan model that was named the Rambler Rebel. The Rebel was fitted with AMC's new 327-CID V8 engine, which was also used in the larger Nash Ambassador and the Hudson Hornet earlier that year.

by Jessican Donaldson

Receiving quite an elite status, the Rambler nameplate is responsible for leading the North American auto industry into smaller, more economical vehicle, which eventually received the identity of ‘compacts'. Various companies attempted to build smaller vehicles following the war, with little success. The Nash Kelvinator Corp. of Kenosha, Wisconsin was the one to introduce the first ever compact, the stylish 1950 Rambler.

Introduced at first as a convertible only, the Rambler was an instantaneous hit and the line quickly expanded to include sedans and station wagons. Basically remaining the same, the Rambler only received mild restyling in 1953.

Nash and Hudson merged in 1954 to form American Motors Corporation. As vehicles were getting larger and larger, the compact 100 in. wheelbase Rambler was limited. In 1955 the Rambler was discontinued while the company focused on the larger 108 inch wheelbase Rambler.

President George Romney took a chance in 1958 and decided to resurrect the smaller Rambler, based on the success of the larger Rambler. He discontinued the large Hudsons and Nashes and chose to concentrate on the smaller models instead. Disgusted and appalled by the size of American cars; which he called ‘gas guzzling dinosaurs', Romney is responsible for coining the word ‘compact'.

In 1958 the all new Rambler was reborn, the Rambler American. Sporting a flashy new mesh grille, and the wheel arches opened up. As the North American economy was fighting a recession, the new Rambler couldn't arrived at a more ideal time as consumers were searching for something smaller and more economical. The Rambler was known as a fuel miser and had won the Mobile Economy Run various times. The Rambler American found a very willing market.

Even though the design of the compact vehicle was old fashioned, 30,640 units of the 1958 model were sold. At a top speed of 86.5 mph, Road & Track magazine reported that the 90-horsepower six-cylinder engine could achieve zero to 60 mph in merely 16 seconds. Faster by 5 seconds than the Studebaker Lark, the 1959 American was a carryover of the 1958. In 1959 AMC added a station wagon that only increased its popularity and the 91,491 units were sold.

Very similar to the 1958 and 1958 Rambler, the 1960 American featured minimal trim changes and the addition of a four-door sedan. 1960 was also the year in which the Big Three, Ford, GM and Chrysler finally responded to the import-car challenge. The Chevy Corvair, the Ford Falcon and the Chrysler Valiant were released, but despite this new competition, AMC managed to sell 120,600 of its Rambler American.

Continuing to be popular, unfortunately the Rambler American lost all of its visual connection with the original 1950 Rambler with the addition of all-new styling, this time square rather than round, though the 100 inch wheelbase was retained.

With unit construction bodies that were susceptible to rust, those early Ramblers are now almost all gone. Though remembered, as the Rambler proved to be reliable, economical and sturdy. The Rambler also performed the very rare feat of having two distinct and successful model runs. A feat that is mostly unheard of in the automobile industry.

by Jessican Donaldson