The 1967 AMC Ambassador boasted AMC's excellent 145-bhp, 232-cid, seven-main-bearing six-cylinder engine, standard on all Ambassadors except the DPL convertible, which started with a 200-bhp, 290-cid Typhoon V-8.
Optional were a two-barrel carb 155-bhp version of the six, the 290 V-8, and two all-new 343-cid Typhoon V-8s: a two-barrel job that produced 235 bhp at 4400 rpm and a four-barrel version good for 280 bhp at 4800 rpm. These newest V-8s were the latest in a stream of new AMC engines that had begun arriving in 1964 with the lightweight 232-cube six, followed up by an economy 199-cid six, and the 290 V-8 introduced in mid 1966.
Ambassadors with a six or the 290 V-8 came standard with a three-speed manual transmission. AMC offered a choice of two optional Borg-Warner three-speed automatic transmissions.
Unlike other 1967 Ambassadors, the 1967
AMC Ambassador convertible came
with a standard V-8 engine.
Optional for all was the column-shifted Flash-O-Matic, a conventional automatic with a twist. With the selector set in "Dl," the transmission started in first gear, and as speed increased, shifted to second and then to high. With the lever in "D2," second-gear starts were possible for better fuel economy. Flash-O-Matic also had an "L" setting to permit holding low gear for climbing or descending steep hills.
Optional on V-8 models was a new Shift-Command automatic transmission, which was offered only with a console-mounted shifter. With Shift-Command, the "D" setting provided fully automatic shifting. But the "1" setting gave a first-gear start with no upshift, and the "2" setting provided a second-gear start, again with no upshift. The idea was that boy-racers and Walter Mitty types could shift manually through all three gears if they so desired.
Real enthusiasts could order a four-speed synchromesh gearbox with floor shift for either the 290 or the 343 four-barrel V-8s. (Two-barrel 343s had to be ordered with one of the two automatics.) In addition, a three-speed manual with overdrive was available in combination with the six-cylinder and 290 V-8 engines.
Thanks to their increased width, Ambassador station wagons had more cargo capacity, a total of 91 cubic feet, or 25 percent more than before. A new fold-down mechanism for the second seat extended the cargo area clear to the back of the front seat. A lockable hidden compartment was standard on all wagons, and for the exterior, handsome wood-grain side trim was optional.
Three-seat wagons were now provided with a spare tire, unlike prior years when a shortage of space meant that three-seaters came from the factory with four Goodyear "Captive Air" tires and no spare. On two-seat wagons, buyers had a choice of a conventional drop-down tailgate or a side-hinged type; the latter was standard on three-seat wagons.
There actually was another series in AMC's full-size line for 1967: the Marlin. Although originally conceived as a compact, by the time it was introduced it had grown into a sporty intermediate fastback hardtop -- missing the red-hot ponycar market entirely.
When introduced in 1965, Marlin was part of the Rambler series. Then for 1966, it became a make on its own -- and sales were even worse than in the awful 1965 model year. Now, Marlin became even bigger as a subseries of the Ambassador range. A full 6.5 inches longer than before, on a wheelbase that was six inches longer, the new Marlin fastback looked smoother and much more graceful than before.
Marlin's grille had a large bright anodized horizontal central bar with twin rally lights contrasted by black-finish thin grille blades. Stainless-steel moldings outlined the two-tone area that extended from above the windshield clear back to the bottom of the decklid. The area could be vinyl-covered for slight extra cost. Unique horizontal tailights completed the sporty look.
Management changes, disappointing sales, and quality issues would affect the AMC Ambassador's success. Find out more in the next section.
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