Rambler Marlin - 1967

1967

The Marlin was larger and more expensive for the 1967 model year. It was now built on AMC's completely redesigned 118 in (2,997 mm) wheelbase "senior" platform, i.e. the AMC Ambassador chassis. The retooling for 1967 design changes that were mostly to the "senior" line of AMC cars (Ambassador, Marlin, Rebel) cost $35 million. (US$247,656,410 in 2013dollars) The overall length of the new Marlin's body increased by 6.5 inches (165 mm) with more rear seat legroom, as well as being wider resulting in 2.2 inches (56 mm) of additional interior room, but in the process the car gained 350 pounds (159 kg) compared to the previous models.

Making the Marlin larger was a design requirement in anticipation of the 1968 entry of the compact-platform based Javelin. Also the longer, wider car would improve product differentiation among AMC's various model lines. Motor Trend magazine compared two "Sporty Specialties" – the 1967 AMC Marlin and Dodge Charger – concluded that both are "caught in the middle" because "neither has the compactness of the basic sports-personal archetypes such as the Mustang or Camaro, nor the posh elegance to social climb" to the models such as the Cadillac Eldorado or Buick Riviera. Rather, "both aim at the driver who wants a sporty-type car, but who doesn’t want to give up room and comfort and isn’t ready to move into more expensive category." The 1967 Marlin was part of the "cool" car sales pie that featured sporty cars with "the popular fastback silhouette".

The Ambassador chassis allowed for a longer hood that harmonized better with its fastback rear end, and the body was given a less angular appearance. A bright trim strip from the door opening to the rear bumper, accentuates the slightly kicked-up "coke bottle" profile of the rear fenders. The front end shared the Ambassador's protruding, vertically stacked headlights and an all-new recessed extruded aluminum grille with horizontal bars that bowed forward in the center. The grille was a black anodized version of the twin (parking and turn-signal) "rally light" grille on the Ambassador DPL models. The hood ornament was redesigned, with a small chrome marlin fish set in clear plastic inside a chrome ring.

The main feature was the Marlin's fastback roof with "stylish elliptical C-pillars that ended "between two stubby, squared-off fins" in the rear. The decklid was the same as on the previous model, but now without the large round insignia. A bigger back window improved rear visibility. New taillights were similar to those on the first-generation car. The rear bumper was slightly different from the one used on the Ambassador and Rebel station wagons, the top edge being a continuous horizontal line that fits up against the body.

Teague said the 1967 car was 'the best-looking Marlin we built.' Motor Trend magazine described the all-new styling of AMC's new full-size cars as "attractive" and "more graceful and easier on the eye in ’67."

The second-generation Marlin did not have its own catalog, but was described within the large Ambassador sales brochure. The Ambassador's standard features and options also came on the Marlin. The interiors continued to offer premium materials and fittings, including wood-grain trim, and were the same as on the Ambassador 990 and DPL two-door hardtop models (with the exception of the "Custom" package that had two matching pillows) that "rival more expensive cars for luxury and quality, yet are durable enough to take years of normal wear." Many Marlins were ordered with the reclining buckets seats that not only featured a center armrest between them (with a center cushion for a third occupant or a floor console with gear selector), but also a foldaway center armrest for the rear seat. The interior design was new and featured a safety-oriented dashboard with the instruments and controls grouped in front of the driver, while the rest of the dash was pushed forward and away from the passengers. Protruding knobs and controls were eliminated from any area that the passenger or driver could strike them. The steering wheel was smaller than used before and the column was now designed to collapse under impact. A new lane change feature was made standard for the turn signal.

An entirely new family of V8 engines was offered. The six-cylinder was still available, but rarely ordered -only 355 were built. The base V8 was the 290 cu in (4.8 L) with a 2-barrel carburetor, while a pair of 343 cu in (5.6 L) V8s were optional: a 2-barrel that ran on regular-fuel, as well as a high-compression (10.2:1) premium-fuel version with a 4-barrel carburetor and dual exhaust that produced 280 hp (209 kW; 284 PS) at 4800 rpm and 365 pound-feet (495 N·m) of torque at 3000 rpm. An entirely new four-link, trailing-arm rear suspension system was introduced eliminating the previous torque tube design.

Motor Trend magazine's road test of the Marlin with the 343 engine reported zero to 60 mph in 9.6 seconds, and ran a 17.6-second quarter mile at 82 mph (132 km/h) with two passengers aboard, which was comparable to the performance of a Dodge Charger with a 383 cu in (6.3 L). Fuel economy with the 280 hp V8 averaged 15.3 mpg (15.4 L/100 km; 18.4 mpg) city and 17.6 mpg (13.4 L/100 km; 21.1 mpg) highway, while with the 155 hp straight-six the big Marlin averaged 17.3 mpg (13.6 L/100 km; 20.8 mpg) city and 20.4 mpg (11.5 L/100 km; 24.5 mpg) highway. The Marlin "also handled well" and featured reclining seats that are "well worth the extra $44.65 to anyone who travels long distances."

Sales of the redesigned Marlin fell to 2,545. This was partly a result of customers' diminishing confidence in the financial health of the automaker under Abernethy's leadership, and partly confusion caused by AMC's move away from its loyal "economy" customer market segments into segments dominated by the domestic "Big Three" (GM, Ford, and Chrysler). Also, buyers did not turn to the "family"-sized fastbacks. Therefore the Marlin ceased production at the end of the '67 model year.