Rambler All-American
 

Yes,,,,,,,,

Here they come, the 1967 Rambler American

* Rambler American Model 440 2-Door Hardtop
* Rambler American Model 440 2-Door Sedan
* Rambler Rogue 2-Door Hardtop

#2850 lbs.

THE NOW CARS

The performance version, available with;

290/225 HP 4-Barrel
or
343/280 HP 4-Barrel 'Typhoon' (Very rare)

If with the 343/280 HP 'Typhoon Engine', the cars were called 'Super American'

Some nice options;
* Borg-Warner T-10 (4-Speed) (Wide-Ratio w/2.64 1st Gear)
* Hurst Shifter
* Twin-Grip Differential (w/3.54 Gears)
* Optional Gears (3.73, 4.10, 4.44, 5.00)


http://www.google.com/url?source=img...U-QBCjNLel8xkw

Re: Rambler All-American
 

1967 Rambler American,,,,,,,

Possibly the 'First Budget Econo-Racer'

1967 Rambler American Model #440 2-Door/Hardtop

Base Price; $2319

Options;
* 290/225 HP 'N' Code engine,,,,,,,,$151
* 343/280 HP 'Z' Code engine,,,,,,,,$204

* Borg-Warner T-10 (4-Speed),,,,,,,$185 (Standard with the 343 engine)
* Twin-Grip Differential,,,,,,,,,,,,,,,,,,,,,,$36
* 3.54 Gears,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,n/c
* Handling Package,,,,,,,,,,,,,,,,,,,,,,,,,,,$11,,,(includes; Heavy-Duty Springs and 14" x 5.5" Wheel-Rims)
* Heavy-Duty Shocks,,,,,,,,,,,,,,,,,,,,,,,,,,$4
* Tachometer,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,$ 37
* Sport Steering Wheel,,,,,,,,,,,,,,,,,,,,,,$15
* Appearance Group A,,,,,,,,,,,,,,,,,,,,,,$76,,,,(includes; Rocker Moldings, Exterior Trim and Turbo Cast Wheel Covers)
* HD Cooling Package,,,,,,,,,,,,,,,,,,,,,,$16,,,,(includes; Heavy-Duty Radiator, Fan Shroud, Flex-Fan)
* Heavy-Duty 70-Amp Battery,,,,,,,,,,,,$7
* Dual Exhaust,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,$26

Dealer Installed Options;
* Gear Sets (3.73, 4.10, 4.44, 5.00)
* Over-the-Counter 'Performance Package'

Note: 1967 production numbers. 4994 Rambler American Model #440 2-Door/Hardtops were built.

Note: Only 986 of all Rambler Americans (Model #220, Model #440, Rogue) were built with T-10 4-Speeds.

Note: The 343/280 HP 'Z' Code 'Typhoon' engine was available after January 1, 1967.

Note: The 343/280 HP 'Z' Code 'Typhoon Engine') was only available in the 2-Door Rambler Americans (Model 440 and Rogue) ca

Re: Rambler All-American
 

You know I've never heard of the Rambler 'Typhoon' name used until just recently, but I've heard of the name Rambler 'Rogue' model before...so who here had one of these cars back then.

http://www.adclassix.com/images/67amcramblerrogue.jpg

Re: Rambler All-American
 

If you go back and check the 1957 Rambler Rebel had a 327 with EFI as a option it was the same Bendix system that Chrysler had as a option on the 300-C very few ever built nothing but trouble.

Re: Rambler All-American
 

From a Google search

Although AMC was best known for their reliable economy cars, this special model came with a bigger engine than anything found at Chevrolet, Ford, or Plymouth - the Rambler's most popular competitors at that time. The Rebel's US$2,786 MSRP base price was economical for the amount of power provided. It was the fastest stock American sedan, according to Motor Trend.[3] All Rebels came with a manual (with overdrive unit) or an automatic transmission, as well as other performance enhancements such as a dual exhaust system, heavy-duty suspension with Gabriel (brand) shock absorbers, and front sway bar. The Rebel was capable of 0 to 60 mph (0-97 km/h) acceleration in just 7.5 seconds with its standard 255 hp (190.2 kW) carbureted engine. The car's light monocoque (unibody) construction afforded a power-to-weight ratio of about 13 pounds per horsepower, a better ratio than other 1957 model year automobiles and a contrast to Volkswagen's 45.[5]

The Rebel's engine also differed from the 327s installed in the 1957 Ambassador and Hudson Hornet models because it used mechanical valve lifters and a higher compression ratio. Since both engines were rated at 255 hp, it is probable that the Rebel's was underrated.[6]

Power steering and power drum brakes were also standard, as on all Rambler Custom models. The car was available only in silver metallic paint accented with gold anodized aluminum inserts along the sides. Padded dashboards and visors, rear child proof door locks, and seat belts were all optional.[7] A total of 1,500 Rebels were produced in 1957. A/C was a $345 option.[2]

The Rebel is considered to be a precursor of the muscle cars (rear-wheel drive mid-size cars with a powerful V8 engines and special trims) that became so popular in the 1960s. It also foretold that muscle-type performance would be included among AMC's models.[8]

[edit] Fuel injection optionThe Bendix "Electrojector" electronic fuel injection (EFI) was to be optional on the 1957 Rambler Rebel with a flashy introduction at the Daytona Beach Road Course trials.[9] The Rebel's Electrojector equipped engine was rated at 288 bhp (214.8 kW).[1] This was to have been the first mass-produced engine with a transistorized "brain box" fuel injection system.[10] A Rambler Rebel with the optional EFI was tested by Motor Trend, and they recorded this sedan going faster from a standing start than the 1957 Chevrolet Corvette with mechanical fuel injection.

The Bendix system's public debut in December 1956 was followed by a March 1957 price bulletin listing it as a US$395 option, but because supplier difficulties, EFI Rebels would only be available after June 15.[11] This was to have been the first production EFI engine, but Electrojector's teething problems meant only pre-production cars were so equipped: thus, very few cars so equipped were ever sold,[12] and none were made available to the public.[13] The Rambler's EFI was more advanced than the mechanical types then appearing on the market and the engines ran fine in warm weather, but suffered hard starting in cooler temperatures.[11] As a result, all of the production Rebels used a four-barrel carburetor. Nevertheless, the EFI option remained in the published owner's manual.[14]

Re: Rambler All-American
 

More
AMC had intended to offer the Bendix unit on its 1957 Rambler Rebel, a quick little 327 powered car that could match the 300C's 0-60 times. The picture below from the New York Auto Show features the Rebel. In front of the car is the engine with the Bendix unit. This was to be the first electronic fuel injected production engine, but problems with the Bendix "Electrojector" unit meant that only a few engineering and press cars were built, estimated to be no more than six units, but at least two were known to have been built. One was sent to Daytona Beach for Speed Week. It was the second fastest car on the beach, bested only by a 57 Corvette with mechanical fuel injection, and only by a couple tenths of a second! The EFI 327 was rated at 288 hp, the production 4V carbureted model at 255 hp. All the EFI cars were reportedly converted to 4V carb before being sold -- none are known to have existed outside the engineering department at AMC. The main problem was that early transistor electronics just couldn't keep up with the demands of "on the fly" engine controls. Here is an excerpt from the owner's manual:

"Electrojector" Fuel Injection System
The optional Bendix system is monitored by an electronic control box, located on the right side panel under the instrument panel, to gather the following data; full throttle enrichment, acceleration enrichment, idling requirements, fuel enrichment for quick starts and warmups, and deceleration fuel cutoff. The control box gathers this information and correlates it for timing the fuel charge by electrically actuating the injectors. The injectors spray fuel directly into each intake port in calibrated quantities at timed intervals.

Horsepower: 255 @4700 RPM (4-barrel carb)
288 @4700 RPM (Electrojector equipped)



Fuel delivery is accomplished by a trigger selector unit driven by a flex-cable from the ignition distributor. This breaker point control unit controls time interval for fuel delivery to each injector.

An electric fuel pump delivers fuel at a constant pressure (20 PSI) from the gas tank to the injectors by a common-rail fuel line system with a tank return line. This fuel pump is adjacent to the gas tank and is activated when ignition is turned on. A fuel filter in the engine compartment insures against foreign particles.

Your authorized dealer has factory-trained personnel to service the fuel injection system.


--------------------------------------------------------------------------------





Chrysler records show only 35 cars built with the complex multi-port system which had two dual-point distributors; one for the ignition, and one for the injectors. An electric fuel pump was mounted in the gas tank, and two "black boxes," a resistance box and a modulator box, were mounted to the radiator support and were the brains of the system. (Apparently the brain suffered from a tumor.) The system was built by Bendix Aviation in Elmira, New York, and was first used on aircraft during the Korean War. Aircraft engines require fuel systems that only need to work at idle or wide-open throttle, so the Bendix engineers had to devise a way to make the system work in a car. In theory it worked, but the system proved very troublesome due to the crude wax paper covered capacitors inside the black box, which failed often. Me, I would have used aluminum foil from a TV dinner. At least that way, when the thing crapped out in the middle of nowhere, you could have something to eat. I kinda like those Hungry Man Veal Parmigiana dinners myself. Across town, GM's simpler Rochester mechanical fuel injection system proved far more reliable, though few people wanted to pay for it.

The Bendix system had many components modern fuel-injection systems employ including a fuel-pressure regulator, fuel rails, individual injectors, throttle positioning valve, an electronic cold start and warm up sensor, primary and secondary throttle bodies, manifold vacuum sensor, idle sensor, air temperature sensor, acceleration sensor and two fuel lines. Roller skates in the trunk were under consideration when the option was discontinued.

The difference between a carburetor and fuel injection is how fuel is supplied to an engine. With a conventional system, a fuel pump mounted on the engine gets fuel from the tank and forces it into the carburetor. There, the fuel is mixed with air and passed through the intake manifold to the engine's combustion chambers. A fuel injection system supplies fuel to the engine by an electric powered pump in the gas tank. Injectors on the intake manifold backed by electronic controls determine the exact amount of fuel to be delivered into the cylinder's intake ports. The advantages of the Bendix system were faster warmups and performance gains while the engine was cold because the proper fuel-air mixture ratios and distribution were more easily maintained. The main disadvantage was sore feet from hoofing it to the nearest telephone booth to call for a ride home.



This is how the Bendix system was supposed to work:

Electronically controlled and electrically actuated, the Electrojector had a transistor equipped modulator, about 5 inches in size. Watch it, I know what you're thinking. The brain took a timed electrical signal from the ignition distributor. It sensed, through tiny electronic transmitting devices located at key points on the engine, the engine's temperature, throttle position, manifold pressure and even the altitude (or density) of the air being sucked into the cylinders. The modulator integrated all of the information received and instantly translated this data into a control signal that actuated the injectors. This was according to an article in Bendixline, a company newsletter dated Sept. 28, 1956, obviously written by an optimist. In a 1956 Bendix newsletter, company President Malcolm P. Ferguson announced that fuel injection "will replace the carburetor and improve performance." Sorry Malcolm, sober up and smell the death threats.

Ferguson also said in that issue, "Compared to the latest four-barrel carburetor designed for high performance engines, the 'Electrojector' system provides between 10 and 20 more horsepower — achieved at lower engine rpm throughout the whole range of speeds, boosts fuel economy, achieves quicker starts and warmups, eliminates the 'smog' problem created by unburned fuel exhausted from the engine and is a system with a minimum of moving parts." The one part that tended not to move at all was the entire car, but what the heck, these guys probably drove Oldsmobiles.


Tom White's 1958 DeSoto Adventurer F.I. Convertible

One man who knows a lot about the Bendix system is Tom White of Hopkinton, Massachusetts, who owns a 1958 Adventurer, one of only 82 convertibles built that year. Today, only five 1958 Adventurer convertibles are known to exist; White owns two, there are two in Sweden, and the fifth is in Wisconsin. But White's car is a little different, and just a tad more valuable. Chrysler Historical Records show White's gold Adventurer to be the only DeSoto built with and retaining fuel injection remaining.

Re: Rambler All-American
 

Moose,

1967 Rambler American
* Model 220 2-Door Sedan
* Model 220 4-Door Sedan
* Model 220 4-Door Station Wagon
* Model 440 2-Door Sedan
* Model 440 4-Door Sedan
* Model 440 4-Door Station Wagon
* Model 440 2-Door Hardtop
* Model Rogue 2-Door Hardtop
* Model Rogue Convertible

Standard with the 290/225 HP Engine
* 3.15 Gears (3.54 were optional at No Charge)
* 10" Flanged Drum Brakes

Note; Though Power Disc Brakes were available, the drum brakes worked fine for stopping.

Only 58 of the Rambler Americans (Model 440 or Rogue) came equipped with the 343/280 HP 'Typhoon Engine'

1967 Production Numbers with the 343 'Typhoon'

* Model 440 (2-Door Sedan),,,,,,,,,,,,,10
* Model 440 (2-Door Hardtop),,,,,,,,,,,8
* Rogue (2-Door Hardtop),,,,,,,,,,,,,,,,,33
* Rogue (Convertibles),,,,,,,,,,,,,,,,,,,,,,,,7

Re: Rambler All-American
 

Some general information;

Ford built the 4-Speed shifter for Rambler/AMC in 1967.

The Hurst Shifter could be ordered as a 'Dealer Installed Option' off
the Performance Parts Catalog.

In 1967, the Rambler American with the 290/225 HP engine was classed in F/S or F/SA (12.50 - 13.99 Wt/Hp)

In 1968, the same combination was classed in J/S or J/SA (12.50 - 12.99 Wt/Hp)

Performance Test;
1967 American 440 2-Door Hardtop,,, 290/225 HP
4-Speed, with 3.15 Gears and Twin-Grip Differential
Single Exhaust

Results: 17.60 @ 75 MPH

Performance Test;
1967 American 440 2-Door Sedan,,, 290/225 HP
4-Speed, with 3.54 Gears and Twin-Grip Differential
Dual Exhaust and Low-Restriction Mufflers

Results: 16.55 @ 83 MPH

Re: Rambler All-American
 

In 1967, American Motors started to take an aggressive approach towards performance.

Available through an 'Over-the-Counter Program', a "Performance Parts
Catalog' was offered.

Dealer installed options were available for the 290 and 343 engines.

Catalog Items;
* Performance Camshaft and Kit
* Doug's Headers
* Thrush Mufflers
* Mallory Distributor
* Holley Carburetor
* Traction Bars

Though the 2-Door Hardtop Models were sharper looking, Junior Stock
AMC drag racers and several dealerships opted for the 2-Door Sedan,
as the stronger roof post provided more body strength.

Several racers experienced body twisting problems with the 2-Door Hardtop, as a result of the Uni-Body construction.

Drag racers with the 343/280 HP engine in a Hardtop Model experienced severe body twisting, even breaking windshields and
snapping off trim moldings.

The 343/280 HP engine started to have some success in mid-1967,
as several Street/Strip Junior Stocker Drag racers were getting there 2-Door Sedans into the 14.20's, as well as closing in on the 100 MPH range.

In 1967, the 343/280 HP engine in a Rambler American or Rogue would be found in C/S or C/SA (9.50 - 10.59 Wt/Hp)

Re: Rambler All-American
 

I guess these were some of the other cars they were marketed for back then..

http://www.carrosyclasicos.com/image...american66.jpg