1970-1978 AMC Gremlin


For an introduction to the 1970-1978 AMC Gremlin, consider this essential fact: The development of the original AMC Gremlin could not have come at a better time.

In the late 1960s, American Motors product planners realized the need for U.S.-built subcompact cars wasn't going to go unmet forever. They also knew that AMC was expected to be a leader in the economy-car field. And they understood the company lacked the resources of Chrysler, Ford, or General Motors. What to do?

Classic Cars Image Gallery

The 1970 AMC Gremlin was the first sub-compact car introduced in the U.S. market.
American Motors was determined to be the first U.S.
manufacturer to bring the subcompact car to the
market -- and it did with the 1970 AMC Gremlin.
See more classic car pictures.

The mid-1960s had been difficult for American Motors. Under President Roy Abernethy, sales had fallen from a peak of 428,346 units in 1963 to a mere 237,785 for 1967. Profits also disappeared, from $37.8 million earned in 1963 to a catastrophic $75.8 million loss in 1967.

Things began to turn up after Roy D. Chapin, Jr., formerly executive vice president, was elevated to chairman. The 1968 Javelin gave AMC a shot in the arm. A handsome new Ambassador for 1969 shored up the company's image in the full-size market, while a new compact Hornet scheduled for 1970 would replace the aging Rambler.

1970-1978 AMC Gremlin full view.
The 1970 AMC Gremlin debuted on April 1, 1970.

But Chapin's product planners felt the market was ready for something really new: an American-built subcompact to battle the rising tide of imports. They firmly believed the subcompact market was one in which AMC should be, that it was vital to the company's image to continue to pioneer new small-car segments.

A big consideration was the importance of being a trailblazer. Ford's success with the Mustang proved how critical it was to be first out the door with a new type of car. It was common knowledge that General Motors and Ford were working on subcompacts, and 1971 would likely see their debuts. If American Motors hoped to beat them to market, it had to move quickly.

The hard question was how to do it. The company had already committed $40 million for the Hornet program and was preparing to spend another $70 million to purchase Kaiser Jeep. There simply wasn't enough money left to develop an all-new car for an untested market niche.

AMC had a secret weapon, though, in Vice President of Styling Dick Teague. Former chief stylist for Packard, Teague would eventually become known as a wizard at spinning new products out of existing tooling. He'd already created the exciting two-seat AMX on a cut-down Javelin chassis.

The 1970 AMC Gremlin and 1970 AMC Hornet models.
The 1970 Hornet compact (background), on which
the Gremlin was based, had a 108-inch wheelbase.
Gremlin rode a 96-inch stretch.

Teague turned his attention to the problem of creating a new subcompact on a shoestring. He would base it on AMC's upcoming new Hornet, creating the new car much as he'd created the AMX by cutting the wheelbase and creating a new rear body section. It would take some doing; Hornet's wheelbase was 108 inches, whereas by definition (back then) a subcompact's would have to be less than 100 inches.

Teague's designers tore into the job, creating several rough concepts, including one with a vestigial trunk that looked much like a shrunken Hornet. They finally concluded a squared-off rear would optimize interior space and provide the best access to the storage area. More importantly, the unusual styling would make a bold product statement.

Wheelbase was set at 96 inches, a foot shorter than the Hornet's. Overall length was 161.25 inches compared to 179.3 for the Hornet, a greater difference since Gremlin lacked a conventional trunk.

To learn more about the development of the 1970 AMC Gremlin, continue on to the next page.

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Developing the 1970 AMC Gremlin

Now let's consider the details of American Motors' development of the 1970 AMC Gremlin. The 1970 AMC Gremlins and the AMC Hornets were nearly identical from the doors forward. Hoods were similar, though Gremlin's hood had a stamped-in "power bulge" in place of the Hornet's center windsplit.

The 1970 AMC Gremlin had a unique feature -- a hatchback.
The 1970 AMC Gremlin and Hornet were nearly
identical from the doors forward, but the
sportier Gremlin had a rear hatch.

The Gremlin grille included a heavy surround that encompassed the headlights and side marker lamps, and rectangular parking lights floated in the grille opening. All these details were departures from the the Hornet design, but bumpers and fenders were the same. The biggest difference was behind the front seat.

There, Gremlin's character veered sharply from that of its stablemate. Whereas the Hornet was a conventional-looking family compact, Gremlin seemed younger and "groovier" because it sported a rear hatch. The few hatchbacks on the market were all imports, so the Gremlin was unique for an American car.

AMC had to price the Gremlin low to compete with the imports and the upcoming GM and Ford entries. To hit that target, the company cooked up a model strategy about as offbeat as the Gremlin's looks -- a stripped two-passenger sedan tagged at $1,879, as a price leader, and a somewhat better-equipped four-passenger model priced at $1,959 that would be the volume seller.

This would allow the company to advertise Gremlin as the lowest-priced American car, yet still sell most of its production at a profit margin more friendly to the bottom line.

Still, Gremlin wasn't that much cheaper than other U.S. cars. Ford's Maverick was priced at $1,995, and AMC's own Hornet began at $1,994. Gremlin's main target, the Volkswagen Beetle, was $1,839.

The VW "Bug" was a four-cylinder car. Gremlins, however, came with a smooth-running 199-cubic inch, 128-horsepower inline six-cylinder engine and a column-shifted three-speed manual transmission.

Interiors were plain, with vinyl seats and a rubber floor mat as standard equipment, same as most small cars of the day. Buyers of the two-passenger Gremlin not only didn't get a rear seat, they had to settle for a fixed, non-opening rear glass.

Gremlin suffered with some dated mechanical features like vacuum-powered windshield wipers and an unsynchronized first gear in the manual tranny. Also, most imports, the Beetle included, had four-speed gearboxes. Then again, many imports didn't even offer an automatic transmission, let alone a smooth three-speed unit like the Gremlin's. Likewise, none could match Gremlin's modern air conditioning system.

To learn more about the interior features of the 1970 AMC Gremlin, continue on to the next page.

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1970 AMC Gremlin Interior

Inside the 1970 AMC Gremlin, the features were conventional. The bench seat could fit three in a pinch. Buckets were optional. The instrument panel was similar to Hornet's but had two dials, one for speedometer, the other for fuel and temperature gauges. (Hornet's had a third housing for an optional clock.)

Teague's upright, station-wagon-type rear design provided ideal space utilization. Four-passenger models offered six cubic feet of luggage space behind the rear seat, 18 cubic feet with the seat folded down.

An optional inflatable space-saver spare tire freed up two additional cubic feet of storage. Front-seat room was enormous by small-car standards, especially leg room and interior width since both were the same as in the Hornet.

Rear seat space was tight. The rear floor, after all, was where most of the cutting had occurred, which left it suitable only for the young and supple of form. Kids, though, were happy enough back there.

From the time of the first Nash Ramblers, AMC's idea was that small cars should enjoy all the luxury and convenience options usually found only in more expensive cars.

The 1970 AMC Gremlin had a large assortment of options.
The 1970 AMC Gremlin had a long list of available
options including a roof rack and wheel covers.

Anyone overly enthusiastic with the option sheet could easily end up with a Gremlin much more costly than its modest base price. But that was part of the plan. Optional equipment came with a much higher profit margin, and that was important to AMC.

The 1970 AMC Gremlin offered an unusually long option list for the era. Included were a 145-horsepower, 232-cubic inch six ($45.35), automatic transmission ($200.95, column shift only), air conditioning ($379.50), power steering ($95.85), power brakes ($43.30), Twin-Grip differential ($43), luggage rack ($38.85), and wheel discs ($25.25).

The Interior Appointment Package was popular. It included a small under-dash shelf, glovebox door with lock and light, and a cigarette lighter, all for $19.95.

The Custom Interior trim package, including carpeting, better door and seat trim, and a custom steering wheel, was $49.95 with bench seat, $89.90 with buckets. Standard tires were 6.00 x 13s, but 6.45 x 14s were only $14.25 extra a set. Bigger B78 x 14s were also available.

A floor-shifted three-speed stick with full synchromesh came at no-charge with the bigger engine but wasn't available with the standard mill. Overdrive wasn't offered.

Most imports could beat the Gremlin's 20-25 mpg. After all, that big engine and 2,635-pound curb weight meant Gremlin's fuel economy, though excellent by most standards, couldn't match the flyweights.

At least Gremlin got "the best gas mileage of any production car made in America," as AMC noted. The huge 21-gallon gas tank allowed 500 or more miles between fill-ups.

But few import cars could touch Gremlin in performance. Car and Driver recorded a 0-60 mph time of 11.9 seconds with a 232-cubic inch-equipped Gremlin; a fuel-injected Saab 99 sport sedan tested in the same issue turned in a 12.6-second clocking. A VW couldn't even come close.

Legend says it was Teague who came with up the Gremlin's whimsical name. AMC apparently felt confident enough to not worry about the word's negative connotations fagremlin, according to Webster's, is "an imaginary small creature . . . blamed for the faulty operation of airplanes") or cringe at the timing of the car's scheduled announcement date: April Fools' Day, 1970.

As a mid-year entry (factory sales literature referred to it as a 19701/2), Gremlin couldn't hope for big sales, but AMC built more than 25,000 first-year models. However, most dealers reported tremendous interest in the car and it's likely a great many more Gremlins could have been sold that first year.

The next page describes features of the 1971 AMC Gremlin. Continue reading to learn more.

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1971 AMC Gremlin

The 1971 AMC Gremlin features spruced up models that were facing new competition: Chevrolet's Vega and Ford's Pinto. Both were four-cylinder cars aimed squarely at import buyers.

The 1971 AMC Gremlin two-seater had a fixed rear window.
The Gremlin two-seater continued into 1971
as the price leader.

With no prospect of being able to offer a four-cylinder engine, AMC made the best of what it had. There were several improvements. The 199-cubic inch engine was dropped; the 232 six-downrated to 135 horsepower became the standard powerplant; and a 150-horsepower, 258-cubic inch six was a new option.

The standard transmission was still a three-speed on the column, but a floor shifter was a no-charge option. A fully synchronized floor-shift three-speed was available with either engine for just $32.20 extra.

Wire wheel covers were a new option, as were 14-inch spoke-style steel wheels and white-letter tires. A tailgate air deflector, useful for keeping the rear window clear, made its debut.

But a new "X" option package was the hottest news. Consisting of a "spear" side stripe decal, body-color grille, slot-style 14 x 6 wheels, D70 x 14 black Polyglas tires, space-saver spare, Custom Interior package, pleated-vinyl bucket seats, sports steering wheel, interior appointment package, and Gremlin X decals, it proved extremely popular.

Gremlin's option list saw other sporty additions, like a handling package (heavy-duty springs and shocks plus a front sway bar) for $23.55, quick-ratio manual steering ($11.65), Turbo-cast wheel covers ($74.90, same as the wires). Slotted wheels came only on the X, but any Gremlin could be ordered with the spoke-style wheels.

Sales literature listed the rear liftgate window as optional, puzzling because press releases and a salesperson's price booklet both indicated it was standard on the four-passenger model.

1971 AMC Gremlin side view.
The price of a 1971 AMC Gremlin increased $20 to $1,899.

Prices were up slightly; the two-passenger model was now $1,899, the four-seater $1,999. By comparison, Chevy asked $2,090 for the Vega two-door sedan and $2,196 for the hatchback coupe, while Ford charged $1,919 for the Pinto two-door sedan and $2,062 for the hatchback.

Continue on to the next page to learn about the 1972 and 1973 AMC Gremlin models.

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1972 and 1973 AMC Gremlin

"The best cars to come out of Detroit this year in terms of the way they're put together may come out of Wisconsin. That's where American Motors makes 'em."

That statement by Robert Lund of Popular Mechanics reflected AMC's focus for 1972 -- quality. The company launched a major initiative to improve product quality driven by its new industry-leading Buyer Protection Plan warranty.

A Chrysler-built Torque-Command automatic replaced the old Borg-Warner unit, and electric wipers became standard equipment. The two-passenger model was dropped, its sales not strong enough to make it viable. The four-seater's $1,999 price continued; management felt it important to keep the base under $2,000.

The 1972 AMC Gremlin was equipped with a 304-cubic inch V-8. The industry had just switched from gross- to net-horsepower ratings, so the V-8 was listed at just 150 horsepower, down from the 210-horsepower rating it had since its introduction in 1970.

The 1972 Voyageur concept car featured the pull-out Grem-Bin.
AMC's quirky Voyageur concept car was built on a
1970 chassis and featured a pull-out compartment
behind the rear fascia -- the Grem Bin.

Regardless, the V-8 Gremlin was a poor-man's Corvette, able to spin its rear tires at will and outrun some larger, more expensive "pony cars." Priced at just $2,153 without options, this was the only real performance car available under $2,200.

Disc brakes, manual or power, were new, as was an AM/FM radio (at last!). The 232-cubic inch six was now rated at 100 horsepower, while the 258-cube job had 110 horses.

Other new options included a fabric sunroof, tilt steering, and a towing package. As before, the fancy Gremlin X package was especially popular.

The 1973 AMC Gremlin Levi's model was designed to appeal to young car buyers.
The 1973 AMC Gremlin featured the Levi's brand
name to appeal to young car buyers.

The year 1973 marked the beginning of American Motors' brief flirtation with designer-label interiors. (Think Pierre Cardin Javelins and Oleg Cassini Matadors.) For its subcompact, AMC selected a name certain to resonate with younger buyers: Levi's, the brand virtually synonymous with blue jeans.

AMC used a blue nylon fabric with the Levi's familiar orange stitching, and brass buttons covered the seats and inner door panels.
AMC used a blue nylon fabric with the Levi's familiar orange stitching, plus brass buttons.
Seats and door panels were done up in imitation blue denim (actually a spun nylon since denim couldn't meet fire-resistance standards), complete with orange stitching, brass buttons-even the logo tab usually found on back pockets of Levi's hard-wearing pants. Levi's Gremlins included a pocket-tab decal on the front fenders.

Otherwise, things were going so well that
the 1973 AMC Gremlin boasted only minor refinements. Instrument panels sported control knobs with international function symbols, and front bumpers were a new recoverable type that absorbed minor impacts, as per government edict. (A Gremlin might dress in blue jeans, but it still had to answer to "The Man," man.

A similar system was optional for the rear. A fully-synchronized floor-shifted three-speed became standard equipment, as did 14-inch wheels. Gremlin Xs got a slightly revised side stripe. A gated floor shifter for the automatic transmission was a well-received new option. Gremlin hit a new high in 1973, with calendar-year sales totaling 133,146.

Check out the next page to learn about the 1974, 1975, and 1976 AMC Gremlin models.

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1974, 1975, and 1976 AMC Gremlin

The 1974, 1975, and 1976 AMC Gremlin models went through a variety of changes, both in style and popularity.

The 1974 AMC Gremlin was the first re-style for the Gremlin since its introduction. The nose was more substantial-looking, with a body-color surround on all models encircling a horizontal-bar grille with integrated parking lamps.

The 1974 AMC Gremlin X side stripe looked like a hockey stick.
The 1974 AMC Gremlin X side stripe switched
to a "hockey stick" look.

The lower back panel and rear quarter panels were also slightly redone. New "free-standing" bumpers eliminated the plastic beauty panel that usually filled the gap between bumper and body. It doesn't sound like much now but was considered quite innovative at the time.

The optional rally side stripe was similar to the stripe used on the 1971-1972 Gremlin Xs. The 1974 X package sported a new "hockey-stick" stripe. A Rallye X package (available only on Gremlin X) added a tachometer, oil and amp gauges, front disc brakes, front sway bar, leather-wrapped steering wheel, power steering, and a black instrument panel cluster.

1974 XP Gremlin concept car front view.
The XP Gremlin was a concept car shown by AMC in 1974.

In its January 1974 issue, Motor Trend tested the American economy cars, including Gremlin, Pinto, Vega, and even the Japanese-built Dodge Colt. MT rated Gremlins best overall, saying they "exuded the aura of quality-built machines."

Of course, by the time that heady praise made it into print, the United States had been feeling the effects of the Organization of Petroleum Exporting Countries' oil embargo for months.

Mileage-conscious buyers were scurrying to AMC dealers. Sales were so hot during the first half of the year the company reported difficulty in obtaining enough parts to build all the cars scheduled.

Almost 140,000 Gremlins left the assembly lines in Kenosha, Wisconsin, and Brampton, Ontario, Canada, during 1974. But then the economy began to sour and even AMC sales slowed.

The new Pacer was AMC's big news for 1975, so the 1975 AMC Gremlin made do with minor changes. Electronic ignition was added and overdrive became available, recognition that Gremlin needed help in the area of fuel economy. The 304 V-8 was still available, but the continued high price of gas made it less popular than before. Sales were off because of a slump in the economy and before long, AMC was offering $200 rebates on Gremlins.

1974 XP Gremlin concept car side view.
The XP Gremlin concept car was built on a 1971 chassis
and featured a fiberglass body, grille, and hood.

By the time the 1976 AMC Gremlin debuted, motorists were becoming increasingly disinterested in AMC's smallest offering. Who could blame them?

Seven years after its introduction, a new Gremlin still looked much like the first one. Its faults -- poor rear-seat space, an ill-fitting dashboard, and lack of a four-cylinder engine -- seemed more glaring, too.

Buyers were moving to smaller, more fuel-efficient cars. Additionally, the Pacer was siphoning off many prospects.

Prices had climbed over the years. To offset some of it, AMC decided to reintroduce the two-model idea. This time, though, the basic Gremlin included a rear seat and rear hatch window.

A new Gremlin Custom featured full carpeting, a custom steering wheel and door panels, special grille and moldings, and better seat trim. It started at $3,160, a $109 premium over the cost of a base model. Still, sales were so poor that AMC soon reduced Gremlin prices to $2,998 and $2,889, respectively.

There were some visual changes, starting with a horizontally divided grille and round parking lights. Base models had a large decal of the car's impish mascot on the side. A vinyl roof was now available, as were new aluminum, wheels.

To boost sales and create more interest, AMC restyled the 1977 AMC Gremlin. See next page to learn more about the Gremlin's new look.

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1977 AMC Gremlin

Gremlin finally received substantial restyling for the 1977 AMC Gremlin model, which was overdue but welcome nonetheless.

The 1977 AMC Gremlin featured a sloping nose.
A sloping nose with an eggcrate grille distinguished
the 1977 Gremlin from the front. The X model
wore a new wave-style stripe.

The rear hatch area was reworked with a big new window that allowed large objects to fit through. Taillights were enlarged, too. The front end sported new shorter fenders, a sloping hood, and a cleanly styled eggcrate grille -- quite handsome overall. Gremlin X striping was revised again, very successfully.

Overall length shrank to 166.38 inches, about three inches less than in 1976, but still five inches longer than 1970. Blame that on the hefty safety bumpers.

The V-8 was no longer offered, but between the emasculating effect of emission controls and the high price of fuel, few really missed it. Its loss was offset in early 1977 by the arrival of an engine more in keeping with the Gremlin's subcompact image -- a 2.0-liter four.

The new engine was a modern ohc design. AMC purchased the tooling from Audi, which had produced the engine for its own cars and for Porsche (which used a version in the 924 coupe). In the Gremlin, it developed 80 horsepower.

The 1977 AMC Gremlin featured enlarged taillights and a deeper hatch window.
Alterations to the rear of the 1977 Gremlins included
enlarged taillights and a deeper hatch window.

The 2.0-liter four, which included an aluminum head and intake manifold, helped AMC shave 250 pounds off the Gremlin, enabling it to achieve an EPA rating of 21 mpg city/33 mpg highway.

Though a bit noisy, the 2.0-liter's durability was excellent. Not only that, but it could be had with a newly available four-speed transmission. Motor Trend tested a four-speed 2.0, reporting a 0-60 time of 17.9 seconds -- not bad for the era -- and said Gremlin was "as fun to drive as it is simple."

Interior choices for the X included a black-and-orange plaid, perfect for this car's Sun Orange paint.
Interior choices for the X included a rakish black-and-orange plaid.
Car and Driver said it was "plenty peppy for darting around town." Model-year assemblies of four-cylinder cars came to 7,558 units, about 16 percent of total Gremlin output.

There was only one model at announcement time. It included carpeting, rocker panel and wheellip moldings, and front disc brakes as standard equipment.

The later arrival of the four was accompanied by two additional models -- a six-cylinder Gremlin Custom and a Custom 2.0-Liter.

Continue on to the next page to see photos and learn more about the 1978 AMC Gremlin models.

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1978 AMC Gremlin

The fall of 1977 brought the announcement of the 1978 AMC Gremlin models. New for the X package was a wide stripe that ran from front to back over the wheel arches and across the rocker panels, with a large "Gremlin X" name carried on the lower door area.

1978 AMC Gremlin automobile side view.
Customers on a tighter budget could get a standard
six-cylinder Gremlin for under $3,400.

All Gremlins got a new instrument panel, mostly because the panel was shared with AMC's new Concord (formerly the Hornet). The rich-looking new panel was a great improvement over the earlier multi-piece dash.

There was also a special model, the limited-edition Gremlin GT. The GT featured a side stripe reminiscent of the earliest Gremlin X stripe, though larger and bolder.

More exciting were the body-color fender flares and front air dam, as well as body-color bumpers, all of which combined to give the GT a modern, aggressive look.

Standard equipment included spoke-style wheels, DR70 x 14 outline white-letter steel-belted radials, front sway bar, dual black mirrors, rally instrument panel with tachometer, and more.

It's a pity AMC hadn't introduced the Gremlin GT a few years earlier, because it probably would have sold like crazy. As it was, with Gremlin long overdue for a replacement, GT sales were modest.

In fact, sales of all Gremlins had become minimal. Just 22,104 were made for the model year, including 6,349 fours. By mid-summer of 1978 came news that the Gremlin was being phased out to make way for the new Spirit series.

In all, 691,196 Gremlins were built. Certainly, Dick league's bobtailed little hatchback had stolen a march on Detroit's Big Three, and it enjoyed its best years early on.

But there was no holding back the Chevy and Ford subcompacts once they hit the market with their four-cylinder engines and broader model ranges. (Ford made almost a half-million Pinto sedans and wagons for 1972 alone.)

Gremlin outlasted the Vega by a year, but Chevy already had the Vega-based Monza and squarish Chevette to dangle before shoppers in the segment.

Chrysler first tried captive-import subcompacts from England and Japan to draw buyers, but in 1978, it released the Dodge Omni and Plymouth Horizon. Not only were they handy four-door hatchbacks, but they were the first U.S.-built small cars with front-wheel drive, starting a trend that would soon sweep Detroit.

Curiously the folks at AMC's Mexican affiliate were so fond of the Gremlin they continued to use the name for several more years after it faded in the U.S. They knew a good thing when they saw it.

For models, prices, and production numbers for the 1970-1978 AMC Gremlin, continue on to the next page.

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1970-1978 AMC Gremlin Specifications

The development of the 1970 AMC Gremlin came at a great time. In the late 1960s, American Motors product planners realized the need for U.S.-built subcompact cars, and the Gremlin was the answer. It was an instant hit. See the following charts for the models, prices, and production of the 1970-1978 AMC Gremlin.

1970 AMC Gremlin Models, Prices, and Production

Gremlin (wb 96)
Weight (lbs)
Price
Production
2d sedan, 2P
2,497
$1,879

2d sedan, 4P
2,557
$1,959

Total 1970 AMC Gremlin


25,300*

1971 AMC Gremlin Models, Prices, and Production

Gremlin (wb 96)
Weight (lbs)
Price
Production
2d sedan, 2P
2,503
$1,899

2d sedan, 4P
2,552
$1,999

Total 1971 AMC Gremlin


53,480*

1972 AMC Gremlin Models, Prices, and Production

Gremlin (wb 96)
Weight (lbs)
Price
Production
2d sedan, 4P, I6
2,494
$1,999

2d sedan, 4P, V-8
2,746
$2,153

Total 1972 AMC Gremlin


61,717*

1973 AMC Gremlin Models, Prices, and Production

Gremlin (wb 96)
Weight (lbs)
Price
Production
2d sedan, 4P, I6
2,642
$2,098

2d sedan, 4P, V-8
2,867
$2,252

Total 1973 AMC Gremlin


85,181*

1974 AMC Gremlin Models, Prices, and Production

Gremlin (wb 96)
Weight (lbs)
Price
Production
2d sedan, 4P, I6
2,649
$2,481
119,642
2d sedan, 4P, V-8
2,888
$2,635
12,263
Total 1974 AMC Gremlin


131,905*

1975 AMC Gremlin Models, Prices, and Production

Gremlin (wb 96)
Weight (lbs)
Price
Production
2d sedan, 4P, I6
2,694
$2,798
42,630
2d sedan, 4P, V-8
2,952
$2,952
3,218
Total 1975 AMC Gremlin


45,848*

1976 AMC Gremlin Models, Prices, and Production

Gremlin (wb 96)
Weight (lbs)
Price
Production
2d sedan, 4P, I6
2,771
$2,889
52,115
Custom 2d sedan, 4P, I6
2,774
$2,998

2d sedan, 4P, V-8
3,020
$3,051
826
Custom 2d sedan, 4P, V-8
3,023
$3,160

Total 1976 AMC Gremlin


52,941

1977 AMC Gremlin Models, Prices, and Production

Gremlin (wb 96)
Weight (lbs)
Price
Production
Custom 2d sedan, 4P, I4
2,654
$3,248
7,558
2d sedan, 4P, I6
2,811
$2,995
38,613
Custom 2d sedan, 4P, I6
2,824
$3,248

Total 1977 AMC Gremlin


46, 171

1978 AMC Gremlin Models, Prices, and Production

­
Gremlin (wb 96)
Weight (lbs)
Price
Production
Custom 2d sedan, 4P, I4
2,656
$3,789
6,349
2d sedan, 4P, I6
2,834
$3,539
15,755
Custom 2d sedan, 4P, I6
2,822
$3,789

Total 1978 AMC Gremlin


22,104

*Kenosha plant model-year totals. The Standard Catalog of American Cars 1946-1975 (John Gunnell, editor, Krause Publications, 1987) cites the following model-year totals: 1970 -- 28,560; 1971 -- 76,908; 1972 -- 94,808; 1973 -- 122,844; 1974 -- 171,128; 1975 -- 56,011.

Sources: Encyclopedia of American Cars, by the Auto Editors of Consumer Guide®, Publications International, Ltd., 1996; Automotive News annual almanac issues, 1971-1975.

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