AMCman Ramblings
VOLUME 2 NUMBER 4
NEWSLETTER OF THE AMC MANITOBA CAR CLUB
Aug. – Oct. 2006
Feature car: Chris Penny’s 73 Pierre Cardin Javelin
www.amcman.com
FOR ALL WHO HAVE AN INTEREST IN THE CARS PRODUCED BY AMERICAN MOTORS, JEEP, RAMBLER,
NASH, HUDSON, TERRAPLANE AND JEFFERY FROM 1902 TO 1987
From the President
“ Here we are at the end of another busy
cruising season. I hope everyone had some
fun with their AMC’s this summer. We had
16 people, & 9 AMC cars out for the windup
party at our house. Everything went very
well until Colin left & set off my neighbour’s
car alarm with his very loud AMX. We have
some plans for next year including another
“Cruisin Club Regent” car show. At the
next car club meeting, I would like to
propose a couple of changes regarding the
club meetings. Instead of monthly, I am
going to suggest a change to quarterly
meetings & co-ordinate the handing out of
the newsletters at the same time as the
meetings. Hope to see everyone out at the
next meeting.”
Robin Carruthers
From the Vice President
Not to much to report on, only that I will try to
set up a meeting with Mort Moodle from Club
Regent Casino to discuss the spring Cruisin
Club Regent car show. I hope to meet with
him in Jan. or Feb. 2007.
Jim L”Esperance
From the Editor:
Very late getting this one out, I thought it
would be easy since it features my car but?
Anyways this issue features 2 great cars and
a good tech article I hope you will find
useful. Coming up in the next issue I hope
to feature Dan Funk’s 67 Marlin.
If you have any story or tech. Ideas, take
some pictures, write a story and email them
to me at AMC360@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.
Club Executive:
Robin Carruthers (President@amcman.com)
Jim L’Esperance (vice-president@amcman.com)
Gerry Saunders (treasurer@amcman.com)
Chris Penny (secretary@amcman.com)
Board: Kurt Dmytruk, Duane Beach
Bob Mai (webmaster@amcman.com)
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@amcman.com to request membership or to
change your membership details.
NAME:_______________________________________________________
ADDRESS:____________________________________________________
CITY:_____________________PROV:_________POSTAL CODE:_________
HOME PHONE:______________WORK PHONE:_______________________
E-MAIL ADDRESS:______________________________________________
VEHICLE YEAR / MODEL:_________________________ENGINE:_________
TRANS:______________COLOUR:_________________________________
OPTIONS/REATURES:___________________________________________
*If available, send along photos of your car for our files. If you own more than one vehicle, please attach details.
Mail payment to : AMC MANITOBA CAR CLUB
3 McMURRAY BAY
WINNIPEG, MB R2M 4G3
Annual dues are $15.00 and include a club window sticker, a quarterly newsletter, free classifieds, updated
membership roster, picture of your car on the website and invitations to all monthly meetings and club sponsored
events. Website: WWW.amcman.com
Sports Car Graphic 1971
Every once in a while our minds stall in
wonderment. How can an American
public be so naïve when it comes to
personal transportation. After all, they
use automobiles every day, see them
by the thousands on our streets. Yet,
when we drove around in the
Javelin/AMX, we were questioned a
hundred times, and always in the same
manner:
“What is it?”
“It’s a Javelin/AMX.”
“Who makes it?”
“American Motors.”
“you mean the Rambler people?”
“Yep.”
“Funny . . . it looks good!”
American Motors has struggled to create a new sporting image. The old economy look their
cars carried a few years back created cobwebs of disinterest among the car-buyers, except
maybe at Sun City Motors. So, with the introduction of Javelin in 1968, the image change was
underway. When Rambler was pronounced dead in 1969, the cycle was complete. Despite
major facelifts throughout the American Motors line in those years, it was the Javelin and AMX
models that made the impact and helped AMX to a good sales year in 1970. Then – wouldn’t
you know it? – the nation reverted to economy cars again. Exit Javelin/AMX . . . Soon. To bad.
The Javelin/AMX is pretty much a new car for 1971. The old AMX two-seater was discontinued,
because “we got too many complaints from people who wanted a back seat.” That statement
seems ridiculous to us. If anyone wanted a back seat, they could have bought a Javelin, which
was almost identical to the AMX, but had a rear seat. Anyway, this year the AMX has a back
seat and is the top-of-the-line Javelin, rather than a separate model.
Since the general public seems to be unaware that AM really has a new image, wouldn’t it
come as a shock to the Little Old Lady from Pasadena that the car she really ordered wasn’t a
Rambler at all, but a mark Donohue-influenced street machine . . . A goin’ car that produces
gas mileage at the rate of less than ten miles per?
The Javelin/AMX is a replacement for the Mark Donohue signature model offered last year,
which did badly saleswise. Although Donohue himself was involved in designing certain
features of the Javelin/AMX, his opinions weren’t sought until the body had been designed.
Underneath, the chassis is basically the same as a year ago. However, the wheelbase has
been lengthened one inch over last year’s Javelin to accommodate the larger body. The 401cubic-inch engine is new for 71, and is basically a redesigned 390, which is no longer offered.
The Penske/Donohue Trans-Am Javelin will use the 401 block and reduce its bore and stroke to
meet SCCA’s 5-liter limit.
Sports Car Graphic 1971
Donohue’s influence was primarily in the aerodynamic area, although he did advise AM
engineers to build more anti-dive into the front suspension and use better ball joints. “Shapewise, the car’s better than last year’s” Donohue said. “The car was somewhat completed when
they brought me in to show them how to do the fiberglass hood and the rear and front
spoilers.”
The shape is definitely an improvement. The 70 AMX had 390 pounds of air drag, while the
new car showed 365 pounds. As a comparison, the new Boss 351 had 360 pounds of drag.
There were other aerodynamic improvements over last year’s car in front lift (335 lbs to 380
lbs) and the rear lift (-80 lbs to +45 lbs).
Donohue admits that the stock front spoiler is really more stylish than effective, but the rear
one, according to figures measured on the new Penske Javelin, showed a downforce of 100
pounds.
Another change instituted by Donohue was the flush grille. The original recessed grille was
moved out on Donohue’s recommendation. This, in fact, is one of the easiest ways to
differentiate between the standard Javelin and its AMX Big brother.
The hood design takes advantage of a high-pressure area at the base of the windshield to
force air to the carburetors.
“Ive done a street car, based on the Javelin, which American Motors now has,” said Donohue.
“It’s a design I felt was indicative of what a street car should be. The ride is harsh and the
engine’s pretty strong, but it’s the kind of car I’d like to drive.”
Our Javelin/AMX, of course, was a straight production car . . . with an automatic trans. Hey,
quit throw in’ stuff! It ain’t that bad. In fact, we kind of liked it. You see, it seems that most
of you buy it with no-shift boxes, so American Motors decided to build most of the
Javelin/AMX’s that way. Maybe it’s also a way of de-emphasizing the performance aspect of
the vehicle, since our Government seems to frown on any manufacturer who hints at
performance.
The three-speed automatic, called Shift-Command, is built by Borg & Beck/Long, but in some
respects it doesn’t seem to fit the image that the Javelin/AMX was built for. In other words,
it’s not a performance automatic. There’s a long delay between shifts from second to third,
whether you leave the selector in “D” or work the gears yourself. An unusual amount of
slippage was noticed during our acceleration runs; especially when we idled away from the
quarter-mile starting mark, then floored it. However, during normal street driving, the
slippage was not evident, although the upshift from second to third remained slow and,
some-times annoying.
Sports Car Graphic 1971
The 401 is an emission/performance compromise. Increased deck height and enlarged valve
relief areas are the major improvements. To gain the extra 11 cubic inches, AM made a
longer stroke, which is the way most manufacturers are going today, since a long-stroke
engine is beneficial from an emission standpoint. Rods and pistons are new, along with the
left exhaust manifold.
In the interest of emission control, California-bound 401 engines have been backed down in
horsepower from 345 to 335, but still require the use of premium fuel. The 401 is the only AM
engine which won’t run on regular.
The horsepower increase over the 390 is only five and the torque output is 10 lbs-ft more, but
where the 401 seems stronger is in mid-range. This is where the increase in quarter-mile
speed seems to come from. The 70 AMX 390 turned 15.0 seconds at 94.4 mph, while the 401
Javelin/AMX hit a mark of 14.3 seconds and 98.8 mph.
Also, during our acceleration runs, we noticed that the engine oil pressure fell drastically,
which is not unusual. However, recovery time was long. It took five to ten minutes after the
completion of a run before the pressure gauge indicated a safe 20 psi.
Acceleration runs were quicker when we shifted the trans, rather than leaving it in Drive . . .
about a half second quicker through the quarter-mile. Surprisingly, our e.t.s were better
when we spun the wheels a little. Apparently, this helped eliminate some of the inherent
transmission slippage.
The car was quite nimble during normal driving. In fact, despite the feeling of enormity while
looking over the long, bulky hood, the car actually did go around corners we weren’t sure
we’d make. Like all U.S. GTs today, the car appears bigger from the driver’s seat than it does
from the outside.
We were surprised to find skidpad times were slower than those of the 70 AMX. We
calculated .70 g with the 71 model and .74 g with last year’s car. The reason for this is
understeer, which was greater in the 71 car; it really chewed up those front E70 x 14
Goodyears. That’s surprising, too, since this year’s weight distribution is 53 percent.
Donohue’s new racing Javelin/AMX – during preliminary tests at Ontario Motor Speedway,
pulled 1.4 g going into the first turn. So, as you can see, the car has good potential.
The styling is something that grow on you. The more you see it, the better it looks. It
certainly is brutish looking, with the fender bulges giving the car a Coke-bottle appearance.
And interior styling incorporates present thinking in dashboard design: wraparound
instrument cluster for the driver and a bland passenger side, except for padded vinyl. But
why a clock was stuck in the middle of the tachometer is beyond comprehension, unless
you’re recording how long it takes to reach redline.
Sports Car Graphic 1971
Because of this, the tach is difficult to see at a glance . . . After all, instruments weren’t
meant to study; you have to watch the road sometimes. And if it were up to us, American
Motors would receive the American Cancer Society’s award for deterring smokers. The
ashtray is placed just above the console and behind the shifter lever so that its use is next to
impossible.
The Javelin/AMX automatic could be called a lazy man’s performance machine. It compares
favorably with many of the other performance GTs available from Detroit. If you look at the
roadable cars – Boss 351, Camaro Z/28, Firebird Trans-AM, Challenger R/T and Cuda – you’ll
find that only one of those (the Boss) is not available with automatic transmission. Although
we’d prefer a four-speed, we think the automatic is a nice compromise for those car nuts who
can’t steer and shift at the same time. Straight tire marks on a curve are less-than-subtle
indications of that.
In a way, we’re kind of proud of American Motors – especially in the way they’ve attacked the
performance market. It shows they’re interested in us. How long that will last, with all this
safety nonsense, is something else.
What we’d really like to see, though, is a smaller car of this type (Why does it have to be
bigger and better each year?) with smaller engine. Those big heavy engine blocks don’t do a
heck of a lot for handling. And . . . quality control would do wonders for those rattles.
Like its counterparts, the future doesn’t look bright for the Javelin/AMX. It’s a shame, too,
because if we could teach Americans how to drive, the quick reactions of a car like the Javelin
would make our roads a lot safer than padded dashboards, side marker lights and air bags
could hope to. Wouldn’t it give you a better feeling if you saw a Javelin/AMX parked in front
of every old folks home in Pasadena?
Feature car: Chris Penny’s 73 Pierre Cardin Javelin
My AMC story began when I was 17, looking for a muscle car to buy. At that
time I liked a lot of different makes and models, but I never new AMC had any
muscle cars at that time. The only AMC I new about were a 77 Hornet wagon
my father owned and a 81 Eagle SX4 my brother had owned.
The grandfather of a friend of mine had just finished painting a 69 RS Camaro
4speed dark metallic green and was selling it, so I took a look at it but the
price of $4500 was a little more than what I could get the bank to loan me.
Shortly after that my father told me about a car sitting at a gas station in
Transcona. We went and took a look at it, a 1973 AMC Javelin with Pierre
Cardin interior, the motor was the original 360 except for a stock 4bbl intake
and Motor Craft carb., the car was originally a 2bbl. The 3 year old paint was
a reddish orange with a white vinyl top, and a white stripe down the side, it
had the rear spoiler, Keystone mags only on the front and single exhaust.
Feature car: Chris Penny’s 73 Pierre Cardin Javelin
The Javelin had been sitting there for approximately 2 years, but after
boosting the dead battery it fired right up. I let my father go behind the
wheel, there was no insurance so we could only drive around the lot. It ran
very good, my father wanted to see what it could do so he proceeded to do a
brakie, well it spun the single tire pretty good. I decided that this was the car
for me so I got a small loan and bought it for $2300.00.
Where ever I drove the car it turned heads, on Sunday nights other guys in
cars would give me the thumbs up and others wonted to race. I only races
cars on the street twice and that gave me all the confidence I need and
therefore I did not have to prove my car was better anymore.
Feature car: Chris Penny’s 73 Pierre Cardin Javelin
I used the car for several years as a
summer daily driver, just doing minor
maintenance, putting dual exhaust on
and a valve job.
In 1990 a lady went through a red light
and hit me in the passenger front wheel,
crumpling the fender bending all the
suspension and bending the frame! It
was a right off. I liked the car so much
that I bought it back from Autopack,
straitened the frame, found a
replacement front fender and replaced
all the suspension components. I was
working on a meager budget so I could
not afford to get it painted, therefore I
drove around with one primered fender
for another 2 years.
Another bad day then happened on
my way to a store, a rear tire fell off
a 5 ton van and took out my drivers
fender. Autopack wonted to right the
Jav off a second time, but I put up a
fuss and told them it was a rare car
and that they should compare it to
other cars like it. They then agreed
to fix it, with me kicking in a little
extra to get the passenger fender
(the first one) painted as well.
In 1995 I decided to pull the 360 engine and rebuild it. The car was laid up
for almost a year while I scrounged the money for the rebuild. I tore the
block down and took it to Ken’s Custom Machine Shop to get cleaned, have
the bore checked, the crank was ground, new cam bearings put in and new
bronze valve guides put in the heads. I decided to save money by doing most
of the rebuild work myself with the help of my father and cousin.
Feature car: Chris Penny’s 73 Pierre Cardin Javelin
The machine shop told me the bores
were in good shape and that all that was
needed was to get rid of a little ridge at
the top and a hone job. So with the
block in my basement (the garage was
to full of other cars and parts) I cut the
ridge down and got my dad to hone the
bores. I then put the heads back
together with new valves, springs, and
rockers. I new I could not assemble the
block in the basement so I made room in
the garage and started assembling the
block. The original pistons and rods
were cleaned and check and put back in.
A new high performance cam was
installed and the stock 4 bbl intake was
put back on, only this time with a Holley
600 for a carb. I painted the block Ford
blue, not being the AMC nut I am now.
The motor then went back in the car,
with a new B+M shift kit installed in
the transmission.
Feature car: Chris Penny’s 73 Pierre Cardin Javelin
I drove the car for another year or
two and the rust was coming through
the rear quarters. I then took a real
good look at it and found the floor
and frame was rusted as well. I
made up my mind that this car was to
far gone to fix so I was on the hunt
for another Javelin. I looked at a few
but they were no better or to much
money. Then in 1998 my cousin
found one advertised in the Buy &
Sell paper, near Nepawa, MB. We
drove out in late winter and took a
look. It was exactly what I needed, a
good body, no rust, with no motor or
trans. It even had an AMX dash with
tach and very good interior. The
seller told me his son had a 401 in it
that he blew up. I bought it on the
spot, but could not pry the 401 away
from him.
The seller had a home made towbar
already attached so I hooked it up
and started home. Half way home a
rear tire blew and bent up a
perfectly good rear quarter. That
was it for my bad luck with Javelins.
As soon as spring came I cleaned,
sanded and painted the engine
compartment in the new car and
pulled the motor out of the first Jav
and transferred it to the new one.
The transmission and rear end were
also moved over. The previous owner
had put a 9” Ford rear in the car. The
interior I left in the new car was in
descent shape, except for the mice
that had lived under the rear seat.
In 2001 I finally had the money to do
the paint and body work, so I
shopped around for body shops to do
the job. After being turned down by
several shops I brought it to Unicity
Auto Body where they painted it the
TransAm Racing paint scheme. I then
spent a small fortune on Torque
Thrust rims and new Dunlop tires,
new carpet was installed and the
freshly cleaned Pierre Cardin interior
was installed.
Field of dreams:
All 4 of these vehicles can be found at Brandon at Westman Salvage
Field of dreams:
A very diverse group of AMC cars that are in remarkable shape just
weighting for someone with some cash to grab them and love them.
Tech Corner:
Converting your AMC to the Delco 10si Alternator
Retrofitting a Delco 10si alternator on your AMC is a pretty straight forward
swap if you’re armed with a little knowledge. Some will ask; why bother?
The parts for the Motorola are getting a bit expensive for one thing. The
Motorola puts out at the best 40 Amps while the Delco 10si puts out a
steady 65 Amps at a much lower engine RPM. The Delco is inexpensive,
easy to wire, and self regulated! You will need a Delco alternator and a new
pig tail plug in for a GM alternator. Tell the guys at the parts store you need
an alternator for a 1980 AMX with a 258 since AMC used the Delco on newer
6 cylinder cars. The parts store should have the new pig tail as well, if not
auto wreckers yards should have a few.
When you compare the Delco to the Motorola the first thing you will notice is
that the mounting leg is much thicker on the Delco-2” versus the 1 1/16” on
the Motorola. The mounting hole diameter is smaller on the Delco as well.
If you have a V-8 290-401 you can modify the Delco to fit your existing
mounting brackets by carefully cutting down the mounting leg with a good
hacksaw and finishing up with a file and some light sanding. You will need
to drill the hole out larger as well. This is the easiest way to mount the
Delco to a V-8 but not the only way by any means. AMC used several
different mounting brackets on the V-8 over the years. Most these can be
modified to accept a Delco right out of the box if you don’t want to modify
the alternator as outlined above. The best set up is the late model brackets
that started showing up around 1976 or so (example, 76-92 full sized Grand
Waggoner's). This set up uses an adjuster/slider bar that mounts to the oil
pump housing and a triangular top mount that attaches to the water pump.
Be aware that some of these top mounts use two 5/8” spacers between
them and the water pump while others have this area cast into the water
pump. The reason for spacing the top bracket out from the water pump is
to give you room to attach the heater hose to the water pump. You may
still need to drill the Delco mounting leg to mount it! An alternator would be
a threaded insert in the head to reduce the size of the bolt required. You
will also need in most cases to make a spacer to go between the head and
the alternator. You can use a 3/8” galvanized water pipe to fashion one.
Tech Corner:
Converting your AMC to the Delco 10si Alternator
If you’re doing a 6 cylinder car 199-258 with the alternator mounted
on the driver’s side it’s much easier than the V-8 swap. Remove your
Motorola and the “F” bracket that mounts it to the engine. Remove the
“F” bracket from the alternator and put it in a vise. Use an air chisel
and split the bracket into two halves. Now set the needed mounting
space for the Delco and re-drill your mounting holes that attach the
alternator to the block. If you do not want to modify your existing “F”
bracket you can buy one for GM applications from Jegs or Summit. The
Chevy small block thru 1968 bracket is the one you need. You will
probably need a few washers to use as spacers to get a tight fit
between the alternator and the end of the bracket. You will need to
loosen your top slider mount and move it up slightly to get the Delco
mounted.
To wire the new Delco alternator, first unplug your regulator and tape
up the wiring harness where it plugged in. Now attach the original
charge wire from your wiring harness to the charge stud on the back of
the new Delco unit. Solder ring terminal on to the large red wire on
you new Gm pig tail connector and attach it to the charge stud as well.
Tighten up the charge stud nut and plug the pig tail into the alternator.
You have one wire left to hook up. What you’re looking for is the wire
from your old alternator that has power when the key is on. This is
usually the orange wire from your old alternator. To check this turn
your key to the on position and check with a test light. The test light
should come on and your alternator dash light should glow when the
test light is attached. This is the only wire you need to cut! Snip it
and solder it to the white wire on the pig tail and tape up all the other
loose connections from the old alternator and you’re done!
Eddie Stakes’s Planet Houston AMX
Project: kevin lusk’s 1970 Javelin
My 1970 Javelin was ordered by Hartman AMC (now Hartman Motorcars Co, a
Chrysler and Toyota Dealer) in Harrisburg PA. They were dealer AMC #404044. According to an individual I contacted at the dealership it was explained to
me that they campaigned cars at the various local drag strips from 68- 72. They
had promotional support from AMC which discounted the price of the car to
them. It was explained to me that in those days you could order anything on any
car. “So we’d just open the options book and ordered what we wanted."
Evidently from AMC’s order book you could make some pretty interesting cars
from combining specific individual options that were available, resulting in cars
that wouldn’t ordinarily be showroom models. My “orange Javelin” was one of
those special order cars. Evidently they also ran a Machine.
“The factory knew of our program and what we were doing. In those days AMC
was family enough that we could also ask for “little things” to be done to the car
as it was being built. By example our 68, 69 and 70 Javelins all had factory
installed torque links on the rear axle. If I recall right the manifold from the 69
was used on the 70. I think we had to modify it a little. We also put on the 750
Holley double pumper we’d used on the ‘69 then found out that the hood
wouldn’t close with the ram air stuff, due to the difference in manifold heights.
AMC should have taken that into consideration when they made that hood. We
installed a new cam and headers. I think the car ran low/mid 13’s on cheater
slicks. The Javelin was a bit quicker than the Machine”.
Project: kevin lusk’s 1970 Javelin
Since this was a specific purpose factory
ordered car versus a standard “show room”
model it would seem that this car is one of
only a handful made with this particular
setup of available options. To begin it a non
SST car. That being noted, this Javelin is by
no means stripped. It’s options include Big
Bad Orange paint, vinyl roof, 390 Go Pac
with the cowl induction hood system shared
with the AMX, electric wipers, RH side
mirror, factory installed torque links (actually
a group 19 option), center arm rest, AM
radio, rear speaker with separate dash
mounted speaker control, T10 close ratio
4speed transmission and 3:54 twin grip rear
end. In 1970 there were only 8,469 non
SST cars made and roughly 17,000 of the
SST models. While there is some debate,
evidently there were only some 70 Javelins
of all engine capacities painted in Big Bad
Orange, in both non and SST categories.
acquired the car in the late
summer of 2004. By this time the
car lived in San Antonio Texas. It
had been purchased at a local car
auction in 2000 somewhat by
accident by a GM aficionado and
had spent the ensuing 4 years
sitting in a shed, largely neglected.
That owner placed it on E Bay
which is where I bought it, not
knowing anything of it’s
background. His understanding
was that it had been through
several owners. When the car
arrived it was immediately evident
that the pictures I had received had
been complimentary.
I
Project: kevin lusk’s 1970 Javelin
Barely in running condition, the car was tired and had definitely seen better
days. I drove it limitedly that fall, trying to decide whether to fix it or to move
it along and look for something different. Not helping matters was the fact
that over the years some parts had gone missing and some parts applied were
incorrect. As I began to research the car however, because of it's history and
the realization that it was at least unique, it became more interesting to me.
By late fall the Javelin was up on blocks in my garage. The car was entirely
stripped of running gear interior and glass. Over 2005 and through this year
many enjoyable evenings and weekends have been consumed stripping and
prepping the body. 35 years of small dints were largely heat shrink removed,
damaged body panels repaired, straightened and aligned, rear quarter panel
and inside rocker panels cut out and replaced, door hinge bearings changed,
and re-built the broken grill. In the end the body work was completed with an
absolute bare minimum of filler. As for the engine department, after a tune up,
replacement of plug wires re-building of the Holley carb and sorting out some
coil issues the car was still in running condition, the engine had perked right
up. It actually runs surprisingly strong. I have therefore elected to simply
clean and paint it and save my consideration of it for another day, after some
road experience. A new clutch and pressure plate were installed and the
transmission inspected.
Currently I have finally
completed the body work and
painted the car. The engine
and transmission are now back
in the car as the process of
putting it back together
continues. My goal is to have
it ready in the spring as a nice
driver type car that is basically
back to the purposeful car it
was when the Hartman
Dealership ordered it.
1970 Javelin Body # 7079-5 , Trim 061J, Paint 3A, Body R013273, E034837
Engine 390 Cu. In. 325 Hp,Engine, Block # 3195529, Head # 3196211C
Edelbrock R4B Intake #AM4485729
Transmission Tag #AS4-T10V , J197057 first gear is 2.23, 2nd 1.77; 3rd, 1.35 and 4th 1.00
Rear Axle Twin Grip 3:54 ratio, actual Body Stamp behind steering Box # X164648
AMC’s From the USA:
A 1970 Rebel Wagon
1969 SC/Rambler A paint scheme
A flaming Nash bathtub
A fine looking Jeepster
AMC’s From the USA:
1969 SC/Rambler with the B paint
scheme
1937 Hudson Terraplane Coupe
A very nice 50’s Hudson
Prostreet Hornet
I give you the Javelin (the bigger brother):
.
Robin Prez Carruthers 70 BBO SST 360
Teresa & Terry’s 73 Jav
Brad Klassen’s 69 BBB
Steve Rondeau’s
Peter L’Esperance
71 SST 401
68 BBO 360
I give you the Javelin (the bigger brother):
Clark Rempel’s 73 Javelin/AMX
401/4spd
Kevin Lusk’s 70 BBO 390/4spd
Duane Beach’s 69 390/4spd
Chris Penny’s 73 Pierre Cardin 360
This is just a few of the Javelins that are in the club, I am sure there are many
more that are being used as parts cars for there AMX projects (@%*&#!). We
can only hope they come to there senses and fix the Javelin instead. You can
have more fun in a 4 seater!
Classified: For Sale
1960 Rambler Super 4-door for parts Body is
rusty but has all good glass, chrome, grill,
stainless, dash, fair interior, push-button
AT. Engine not seized, not running. Contact
John at (204) 663-9098
1974 Javelin 360 4V parts car, good front
fenders, bumpers and trunk. Contact Dan
Masse at (204) 791-1226
1969 AMX 390 4-speed project car. Missing
engine, tranny and front bumper. Minor
damage on hood. Rest of car is almost
perfectly rust-free. Ex race car. Has Mopar
8-3/4 rear end. Pics available upon
request. Car is in central Alberta. Contact
dsmopars@shaw.ca or call (780) 349-2244
1 only, 14 x 6.0, 5-bolt, 8-oval window AMC
Rallye wheel. Will need blasting and refinish,
but otherwise runs true and lug holes
good. Comes with chrome "Volcano-style"
centre cap, bearing part number
3222651. Asking $25.00. Call Bob at (204)
235-1697 (Transcona).
1981 Eagle parts car, including 258-ci 6cylinder engine. Runs very well. Manual
transmission and front and rear seats also
available. Contact Karmyhn at
karmyhnj@hotmail.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
jbholmes@mts.net
'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
chillyar@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
(204) 523-7760 or evansj@mts.net
1969 AMX 360 4-speed. Needs rear quarterpanel, floor pan, trunk pan, inner rocker
panels work. Otherwise good condition, with
1970 Ram Air hood, new grille, tail lights, 4
sets of headlight bezels, front and rear
bumpers, chrome bits. 40,000 miles, Ohio
car. $3500 as is. Clear title. E-mail
jaymonday@wallmart.com or call (865) 9932455
New auto trans mount, red dash grab handle,
and good black dash for '74 Javelin. Call
Terry or Teresa at (204) 368-2433
1968 Javelin, 232 straight six, complete car,
lots of extra parts. Good body, interior,
suspension. Transmission needs to be
rebuilt, otherwise good. Have so far invested
$2500. Asking $2000. Firm offer. E-mail
Chris Dann at ckdann2001@hotmail.com or
call (204) 998-4666 or (204) 663-0236 after
4:30 PM. Pictures available upon request.
1964 AMC American for parts. Engine, 3speed transmission and other parts
available. Will sell very reasonably. Contact
Don at dsommer@grenergy.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 gmeinecke22@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@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@msn.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, 4speed. Rusted body. Professionally rebuilt 304
long block, dogleg ports, 0 miles. $600 for the
engine, firm. Call Duane at (403) 660-1093 or email at duane_schick@cpr.ca
1970 Hornet 4-door parts car, good 232, auto
tranny, has 20,000 kms on rebuild, good windshield,
rough body. $120 OBO. Call Nelson at (204) 2999787
Classified: Wanted
Looking for some 10-inch rear rims to put on a set
of 295/50's. Call Terry (204) 368-2474
Right-front fender for an '81 AMC Spirit needed. Call Robert (204) 772-3304 or
(204)958-1250
Tail light lenses and fender extensions for '68 Rebel. Please contact Rick
atrude57chevy@hotmail.com
Transmission, heater housing or heater core for '68 AMX 390. Contact Joe at
(204)728-7497 or jbholmes@mts.net
'69 AMX fuel tank sending unit. Call Andre at (204) 223-5447
'65 Ambassador Rambler, or compatible Rambler, control cable running from the dash,
through the firewall, to the vacuum wiper box. Must have the small washer attached
to the end that goes in the box. Please contact Stuart at stuart@busatcomputers.com
'68 AMX side pipes, doors and mirrors. Call Terry at (204) 368-2433
'70 AMX hood and grille. E-mail Fred at fredcryer3@shaw.ca
'64 Rambler American convertible or 2-door hardtop right-hand vent window assembly
and right door glass. E-mail Gord at kaytordg@mts.net
'69-'70 Javelin/AMX gauge cluster with 140 mph speedo and tach. Call Dan at (204) 223-9406
or e-mail at johnfun@mts.net
Dash grab handle for 71 – 74 Javelin.
Wanted parts for 36 Hudson Terraplane
Chris Penny (204)586-3301, amc360@mts.net
Looking for a '71 Gremlin. Also needing a rear marker light and V8 rear
end ('72-'73). Swapping a 360. Would like a 727 Torqueflight and set
of wheels. Dennis Baerny from Connecticut, dennisbaerny@earthlink.net
'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@busatcomputers.com
'73 Gremlin grille and headlamp trimming. E-mail Tim at youngstr1@msn.com
'70 AMX with or without powertrain for a project car, contact Rod Holmes at (519) 371-5173 or
(519) 376-7220
'80 AMX rear window louvers, and any other parts. Call Duane at (403) 660-1093
or e-mail at duane_schick@cpr.ca
What are your Priorities?
Pay less tax
Investments • Insurance
Estate Planning
Tax Planning
T: 204.989.0532
102-Five Donald Street
Winnipeg, MB R3L 2T4
www.acquirecapital.ca