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AMC Javelin

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AMC Javelin

1971 AMC Javelin SST
Overview
ManufacturerAmerican Motors Corporation (AMC)
Also calledRambler Javelin (AUS)
Production1967 – 1974
AssemblyKenosha, Wisconsin, United States
Port Melbourne, Australia
Osnabrück, Germany (Karmann)
Mexico City, Mexico
Caracas, Venezuela
DesignerRichard A. Teague
Body and chassis
ClassPony car
Muscle car
Body style2-door hardtop
LayoutFR layout
PlatformAMC’s "junior" cars

The AMC Javelin is a pony car that was built by the American Motors Corporation between 1967 and 1974 in two generations, model years 1968-1970 (with a separate design in 1970) and 1971-1974. The sporty Javelins came only as two-door hardtop (with no "B" pillar) body style, and were available in economical versions or as high-performance muscle cars.[1]

The Javelins competed successfully in Trans-Am racing and won the series with AMC sponsorship in 1971, 1972, 1973 and independently in 1975.

The second-generation AMX version was the first pony car to be used as a normal highway patrol police car by any U.S. organization.[2]

In addition to manufacture in Kenosha, Wisconsin, Javelins were also assembled under license in Germany, Mexico, Venezuela, and Australia, as well as sold in other international markets.

Development

AMC Javelin badge

American Motors' Javelin served as the company's entrant into the "pony car" market created by the Ford Mustang. The design evolved from two AMX prototypes shown in AMC's "Project IV" concept cars during 1966.[3] One was a fiberglass two-seat "AMX", and the other was a four-seat "AMX II". Both of these offerings reflected the company's strategy to shed its "economy car" image and appeal to a more youthful, performance-oriented market.[4]

Sales of convertibles were dropping and AMC did not have the resources to design separate fastback and notchback hardtops that were available on the Mustang and on the second-generation Plymouth Barracuda, so the AMC designer team under Richard A. Teague penned only one body style, "a smooth semi- fastback roofline that helped set Javelin apart from other pony cars."[5] The Javelin used AMC's "junior" (compact) Rambler American chassis as a two-door hardtop to be a "hip", dashing, affordable pony car, as well as available in muscle car performance versions.[6] "Despite management's insistence on things like good trunk space and rear- seat room, Teague managed to endow the Javelin with what he termed the wet T-shirt look: voluptuous curves with nary a hint of fat."[5]

First generation

1968 and 1969

1968 AMC Javelin base model
Overview
Also calledIKA Mica (RA)
Rambler Javelin (AUS)
Production1967–1969
DesignerRichard A. Teague
Powertrain
Engine
  • 232 cu in (3.8 L) I6 145 hp (108 kW; 147 PS) 1-bbl or 155 hp (116 kW; 157 PS) 2-bbl
  • 290 cu in (4.8 L) V8 2-bbl 225 hp (168 kW; 228 PS)
  • 343 cu in (5.6 L) V8 235 hp (175 kW; 238 PS) 2-bbl or 280 hp (209 kW; 284 PS) 4-bbl
  • 390 cu in (6.4 L) V8 315 hp (235 kW; 319 PS)
Transmission3-speed manual
4-speed manual
3-speed automatic
3-speed “Shift-Command” on console
Dimensions
Wheelbase109 in (2,769 mm)
Length189.2 in (4,806 mm)
Width71.9 in (1,826 mm)
Height51.8 in (1,315.7 mm)
Curb weight2,836 lb (1,286.4 kg)[7]

The Javelin was a production version of one of the AMC AMX prototypes shown during the 1966 AMX project nationwide tour, intended to rival other pony cars such as the Ford Mustang and Chevrolet Camaro. The Javelin debuted on August 22, 1967 for the 1968 model year.[8] Public sale of the new models began on September 26, 1967, with prices starting at $2,743[9] (equivalent to $12,814 in 2024 dollars).[10]

The Javelin incorporated several safety innovations including interior windshield posts that were "the first industry use of fiberglass safety padding."[11] The Javelin incorporated flush-mounted paddle-style door handles that later became an enduring AMC safety and styling signature. Additional standards set by the U.S. National Highway Traffic Safety Administration (NHTSA) included exterior side marker lights, three-point seat belts for the front seats, no bright interior trim to help reduce glare, and front seat headrests.

Road & Track magazine compared the Javelin favorably to its competitors on its introduction in 1968, describing the "big, heavy, super-powerful engine" as "an asset in such a small vehicle", and the styling as "pleasant."[12] Motor Trend selected the AMC Javelin as top in the "sports-personal" category as part of the annual "Car of the Year" award issue, describing it as "the most significant achievement for an all-new car and is the most notable new entry in (its) class."[13]

Available in one body style, a two-door hardtop, the Javelin came in base and more premium SST models. Standard engines were a 232 cu in (3.8 L) straight-6 or a 290 cu in (4.8 L) 2-barrel carburetor V8. Optional was a 343 cu in (5.6 L) V8 in regular gasoline two-barrel, or high-compression, premium-fuel four-barrel versions. Racing driver Gordon Johncock described the Javelin as "a nice, all'-round blend of features ... stacks up as a roomy, comfortable, peppy and handsome example of a so-called "pony car"..." and after his road test "wanted to take it home."[14]

With its standard engine, the Javelin could reach 80 miles per hour (129 km/h), while the smallest 290 cu in (4.8 L) V8 boosted top speed to 100 miles per hour (161 km/h).[15] A three-speed "Shift-Command" automatic transmission was optional with a center console-mounted gear selector. Forward settings included "1", "2", and a "D" mode that was fully automatic. The driver could choose to shift manually through all three gears by starting out in "1" for first gear, shifting to "2" for second gear, and finally selecting "D" for the top gear.[16]

The optional "Go Package" included a four-barrel carbureted 343 cu in (5.6 L) V8, power front disc brakes, heavy-duty suspension, dual exhausts with chromed outlets, wide body-side stripes, and E70x14 red-line tires mounted on chrome-plated "Magnum 500" styled road wheels. A 343 Go Pac Javelin could accelerate from 0 to 60 miles per hour (97 km/h) in eight seconds and provided a top speed approaching 120 miles per hour (193 km/h),[15] as well completing the quarter mile in 15.4 seconds.[17] The largest engine in the first few months of 1968 production was "a 5.6 litre V-8 that delivered 284 SAE bhp, which made the car dangerously fast."[18]

AMC Javelin SST interior

In mid-1968, the new AMX 390 cu in (6.4 L) engine was offered on the Javelin as a "Go-package" option with a floor-mounted automatic or manual 4-speed transmission. "Its impressive 315 hp (235 kW; 319 PS) and 425 pound force-feet (576 N⋅m) of torque could send the Javelin from zero to 60 miles per hour (97 km/h) in the seven-second range."[19]

American Motors also supported the AMX and Javelin muscle-models with a range of factory-approved "Group 19" dealer-installed performance accessories. These included among others, dual four-barrel cross-ram intake manifolds, high-performance camshaft kits, needle-bearing roller rocker arms, and dual-point ignition.

The Javelin succeeding in appealing to its intended younger market segment. The average age of the "first 1,000 Javelin buyers was 29 — a full ten years under the median for all AMC customers."[20] The Javelin's marketing campaign, created by Mary Wells Lawrence of Wells, Rich, and Greene Inc, was innovative and daring in its approach.[21] Print and TV advertisements violated the traditional convention of not attacking the competition, and some ads compared the AMC Javelin to the Ford Mustang side by side, as well as showing the Mustang being beaten to pieces with sledgehammers.[22]

The car was longer and roomier than its competition (Ford Mustang, Chevrolet Camaro, and Plymouth Barracuda), and the Javelin's styling was arguably the cleanest of the lot.[15] With its exciting and beautiful shape, the Javelin sold like "hotcakes"[15] with a total production of 55,125 for the 1968 model year.[23]

1969

1969 AMC Javelin SST with optional vinyl roof
1969 AMC Javelin SST with "C" stripe
1969 AMC Javelin in Big Bad Orange

The Javelin's second model year saw only slight changes, featuring revised side striping, an altered grille with a bull's eye emblem, and trim upgrades. An optional side stripes package consisted of a C-shaped graphic that started behind the front wheel openings. The optional (standard with the "Go-Package") five-spoke Magnum 500 steel road wheels now came with a stainless steel trim ring. The interior received new door panels and upgraded carpeting. Instrumentation featured a 0–8000 rpm tachometer that now matched the speedometer in style. Late model year production received a cowl over the instrument panel directly in front of the driver.

The “Mod Javelin” Package was also introduced mid-year in 1969 and included an unusual "Craig Breedlove" roof-mounted spoiler, simulated "exhaust" rocker trim, and twin blacked-out simulated air scoops on the hood. A “Big Bad” paint (neon brilliant blue, orange, and green) option was also made available on Javelins starting in mid-1969 and included matching front and rear painted bumpers, as well as two vertical rubber-faced painted bumper guards for the rear and a special bright lower grille molding for the front bumper. These optional colors continued to be available on all Javelins through 1970.

The Go-Package option was available with the four-barrel 343 or 390 engines, and continued to include disc brakes, "Twin-Grip" (limited slip) differential, red-line performance E70-14 tires on "Magnum 500" styled wheels, heavy-duty suspension with thicker sway-bars, and other enhancements. Starting in January 1969, four-speed manual transmissions came with a Hurst floor shifter.

Production: 40,675 units.[23]

Racing

American Motors was intent on changing the image of the company and its new pony car competitor. It formed a racing team and entered the Javelin in dragstrip and Trans-Am Series racing.[24]

The Javelin's first Trans-Am race was the 12 Hours of Sebring in 1968. Starting in January, two Javelins were prepared by Kaplan Engineering with engines by Traco Engineering. Power was provided by the basic 290 cu in (4.8 L) V8 that was bored out to 304.3 cu in (4.99 L). Ronnie Kaplan recalls that "... we never had enough time to properly develop the Javelins because of our time factor and most of our testing and development took place at the race track."[25] Starting with a 68-car field, only 36 cars finished, with Peter Revson[26] and Skip Scott driving one of the Javelins to 12th overall and 5th in the O-class, a "remarkable" performance considering the program was initiated so quickly.[25]

American Motors placed third in the Over 2 liter class of the 1968 series,[27] and established a record by being the only manufacturer's entry to finish every Trans-Am race entered.[28]

Redesign

1970

1970 AMC Javelin SST with “Go Package”
Overview
Also calledRambler Javelin (AUS)
Production1969 and 1970
Powertrain
Engine
  • 232 cu in (3.8 L) I6 145 hp (108 kW; 147 PS) 1-bbl or 155 hp (116 kW; 157 PS) 2-bbl
  • 304 cu in (5.0 L) V8 2-bbl 225 hp (168 kW; 228 PS)
  • 360 cu in (5.9 L) V8 245 hp (183 kW; 248 PS) 2-bbl or 285 hp (213 kW; 289 PS) 4-bbl
  • 390 cu in (6.4 L) V8 325 hp (242 kW; 330 PS)
Transmission3-speed manual
4-speed manual
3-speed automatic
3-speed “Shift-Command” on console
Dimensions
Wheelbase109 in (2,769 mm)
Length191.04 in (4,852 mm)

1970

1970 Javelin with optional "halo" vinyl roof
1970 Javelin SST with full vinyl roof cover
1970 "Go Package" 390 engine

The 1970 Javelins featured a new front end design with a wide "twin-venturi" front grille incorporating the headlamps and a longer hood. It also had a new rear end with full-width taillamps and a single center mounted backup light. This was a one-year only design. Side marker lights were now shared with several other AMC models. The exterior rear view mirror featured a new "aero" design and in some cases matched the car's body color. The three "Big Bad" exterior paints continued to be optional on the 1970 Javelins, but they now came with regular chrome bumpers. Underneath the restyle was a new front suspension featuring ball joints, upper and lower control arms, coil springs, and shock absorbers above the upper control arms, as well as trailing struts on the lower control arms.

The 1970 AMC Javelins also introduced Corning's new safety glass, which was thinner and lighter than standard laminated windshields. This special glass featured a chemically hardened outer layer.[29] It was produced in Blacksburg, Virginia in a refitted plant that included tempering, ion exchange, and "fusion process" in new furnaces that Corning had developed in order to be able to supply to the big automakers.[30]

The engine lineup for 1970 was changed with the introduction of two new V8 engines: a base 304 cu in (5.0 L) and an optional 360 cu in (5.9 L) to replace the 290 and the 343 versions. The top optional 390 cu in (6.4 L) continued, but it was upgraded with new cylinder heads featuring 51 cc combustion chambers, increasing power to 325 hp (242 kW). The code remained "X" for the engine on the vehicle identification number (VIN). Also new was the “power blister” hood, featuring two large openings as part of a functional cold ram-air induction system; this was included with the "Go Package" option.

Many buyers selected the "Go Package", available with the 360 and 390 four-barrel V8 engines. This package as in prior years included front disc brakes, a dual exhaust system, heavy-duty suspension with anti-sway bar, improved cooling, and wide Goodyear white-lettered performance tires on styled road wheels.

The interior for 1970 was also a one-year design featuring a broad dashboard (wood grained on SST models), new center console, revised interior door panel trim, and tall "clamshell" bucket seats with integral headrests available in vinyl, corduroy, or optional leather upholstery. A new two-spoke steering wheel was available with a "Rim Blow" horn.

A comparison road test of four 1970 pony cars by Popular Science described the Javelin's interior as the roomiest with good visibility except for a small blind spot in the right rear quarter and the hood scoop, while also offering the biggest trunk with 10.2 cubic feet (289 L) of room.[31] It was a close second to the Camaro in terms of ride comfort, while the 360 cu in (5.9 L) engine offered "terrific torque." The 4-speed manual Javelin was the quickest of the cars tested, reaching 0 to 60 miles per hour (97 km/h) in 6.8 seconds.[31]

Racing

1970 AMC Javelin dragstrip car
1970 AMC Javelin Trans-Am

One of the biggest surprises of the 1970 motorsports season was the announcement that Penske Racing had taken over the AMC Javelin program, thus leaving the Camaro Trans-Am program to Jim Hall.[25] American Motors hired Roger Penske and driver Mark Donohue to seriously campaign Javelins in SCCA Trans-Am Series.[32] This coincided with the change in the Trans-Am rulebook allowing manufacturers to de-stroke preexisting corporate engines, so AMC's 390 cu in (6.4 L) was used as the starting point to meet the 5 L (305 cu in) displacement rule that was still in place.[33] The team included former Shelby chassis engineer Chuck Cantwell and a clockwork pit crew. The two-car Javelin effort provided the Budd Moore Ford Boss 302 Mustangs their "closest competition."[34] AMC finished in second place in the Over 2 liter class of the 1970 series.[35]

Capitalizing on the Javelin's successes on the race track, AMC began advertising and promoting special models.[36]

Among these was the "Mark Donohue Javelin SST".[37] A total of 2,501 were built to homologate the Donohue-designed rear ducktail spoiler and were emblazoned with his signature on the right hand side. Designed for Trans Am racing, the rules required factory production of 2,500 spoiler equipped cars.[38] The original plan was to have all Donohue Javelins built in SST trim with the special spoiler, as well as the "Go Package" with Ram Air hood, a choice of a four-speed or automatic transmission on the floor, and a 360 cu in (5.9 L) engine with thicker webbing that allowed it to have four bolt mains. The cars could be ordered in any color (including "Big Bad" exteriors) and upholstery, as well as with any combination of extra cost options.

American Motors did not include any specific identification (VIN code, door tag, etc.) and some "Mark Donohue Signature Edition" cars came through with significant differences in equipment from the factory. This makes it easy to replicate, yet difficult to authenticate a "real" Mark Donohue Javelin.[39]

An estimated 100 "Trans-Am" Javelins replicating Ronnie Kaplan's race cars were also produced.[38] All cars included the 390 cu in (6.4 L) V8 engine with heavy-duty and performance features along with the front and rear spoilers, and were also painted in AMC racing team's distinctive Matador Red, Frost White, and Commodore Blue "hash" paint scheme.[36] Designed to commemorate AMC's entry into SCCA racing,[40] the Trans-Am Javelin's retail price was $3,995.[38]

The strong participation by AMC in Trans-Am and drag racing served to enhance its image, and notable was that its motorsports efforts were achieved on a shoestring budget with the automaker racking up a respectable number of points against its giant competitors.[41] For example, with an estimated 4.5 million participants and six million spectators, drag racing was the fastest growing segment of motorsport in the U.S.[42] The marketing strategy was to appeal to buyers who otherwise would not give AMC a second glance.

Second generation

1971 – 1974
1974 AMC Javelin AMX with "Go Package"
Overview
Also calledIKA Mica (RA)
Rambler Javelin (YV), (AUS)
Production1970 – 1974
Powertrain
Engine
  • 232 cu in (3.8 L) I6 135 hp (101 kW) (1971)
  • 232 cu in (3.8 L) I6 100 hp (75 kW) (1972-74)
  • 258 cu in (4.2 L) I6 150 hp (112 kW) (1971)
  • 258 cu in (4.2 L) I6 110 hp (82 kW) (1972-74)
  • 304 cu in (5.0 L) V8 2-bbl 210 hp (157 kW) (1971)
  • 304 cu in (5.0 L) V8 2-bbl 150 hp (112 kW) (1972-74)
  • 360 cu in (5.9 L) V8 245 hp (183 kW) 2-bbl or 285 hp (213 kW; 289 PS) 4-bbl (1971)
  • 360 cu in (5.9 L) V8 175 hp (130 kW) 2-bbl (1972-74) or 195 hp (145 kW; 198 PS) 4-bbl (1972-73) or 220 hp (164 kW; 223 PS) 4-bbl (1974)
  • 401 cu in (6.6 L) V8 335 hp (250 kW) (1971)
  • 401 cu in (6.6 L) V8 255 hp (190 kW) (1972-74)
Transmission3-speed manual
4-speed manual
3-speed automatic
3-speed “Torque-Command” on console
Dimensions
Wheelbase110 in (2,794 mm)
Length191.8 in (4,872 mm)
Curb weight2,875 lb (1,304.1 kg) - 3,184 lb (1,444.2 kg)

The AMC Javelin was restyled for the 1971 model year. The "1980-looking Javelin" design was purposely made to give the sporty car "individuality," even at "the risk of scaring some people off."[43] The second generation became longer, lower, wider, and heavier than its predecessor. The indicated engine power outputs also changed from 1971 to 1972-74. Actual power output remained the same, but the U.S. automobile industry followed the SAE horsepower rating method that changed from "gross" in 1971 and prior years to "net" in 1972 and later years.[44]

1971

The new design incorporated an integral roof spoiler and sculpted fender bulges. The new body departed from the gentle, tucked-in look of the original.[45] The media noted the revised front fenders (originally designed to accommodate oversized racing tires) that "bulge up as well as out on this personal sporty car, borrowing lines from the much more expensive Corvette."[46] The new design also featured an "intricate injection moulded grille."[47]

The car's dashboard was asymmetrical, with "functional instrument gauges that wrap around you with cockpit efficiency".[48] This driver-oriented design contrasted with the symmetrical interior of the economy-focused 1966 Hornet (Cavalier) prototype.

AMC offered a choice of engines and transmissions. Engines included a 232 cu in (3.8 L) I6 and a four-barrel 401 cu in (6.6 L) AMC V8 with high compression ratio, forged steel crankshaft and connecting rods engineered to withstand 8000 rpm. The BorgWarner T-10 four-speed manual transmission came with a Hurst floor shifter.

1971 AMC Javelin SST
1971 AMC AMX
Javelin's driver-centered interior
1972 AMC Javelin

From 1971 the AMX was no longer available as a two-seater. It evolved into a premium High-Performance edition of the Javelin. The new Javelin-AMX incorporated several racing modifications and AMC advertised it as “the closest thing you can buy to a Trans-Am champion.” The car had a stainless steel mesh screen over the grille opening, a fiberglass full-width cowl induction hood, and spoilers front and rear for high-speed traction.

The performance-upgrade "Go Package" provided the choice of a 360 or 401 4-barrel engine, and included "Rally-Pac" instruments, a handling package for the suspension, “Twin-Grip” limited-slip differential, heavy-duty cooling, power-assisted disc brakes, white-letter E60x15 Goodyear Polyglas tires on 15x7-inch styled slotted steel wheels) used on the Rebel Machine, a T-stripe hood decal, and a blacked-out rear taillight panel. The 3,244-pound (1,471 kg) 1971 Javelin AMX with a 401 cu in (6.6 L) was able to complete the quarter-mile in the mid-14 second range at 93 miles per hour (150 km/h) on low-lead, low-octane gas.[45]

Honoring the 1971 and 1972 Javelin Trans-Am victories, a special "Trans-Am winner" decal for the front fenders was available for any trim level.

1972

The 1972 model year Javelins featured a new "egg crate" front grille design with a similar pattern repeated on the chrome overlay over the full-width taillights. The AMX version continued with the flush grille. A total of 15 exterior colors were offered with optional side stripes.[49]

To consolidate the product offering, reduce production costs, and offer more value to consumers, the 1972 AMC Javelins were equipped with more standard comfort and convenience items. Engine power ratings were downgraded to the more accurate Society of Automotive Engineers (SAE) net hp figures. Automatic transmissions were now the TorqueFlite units sourced from Chrysler, called "Torque-Command" by AMC.

American Motors achieved record sales in 1972 by focusing on quality and including an innovative "Buyer Protection Plan" to back its products.[49] This was the first time an automaker promised to repair anything wrong with the car (except for tires) for one year or 12,000 miles (19,000 km).[50] Owners were provided with a toll-free telephone number to AMC, as well as a free loaner car if a repair to their car took more than a day.

By this time, the pony car market segment was declining in popularity. One commentator has said that “[d]espite the Javelin's “great lines and commendable road performance, it never quite matched the competition in the sales arena ... primarily because the small independent auto maker did not have the reputation and/or clout to compete with GM, Ford, and Chrysler.”[51]

Pierre Cardin

1973 AMC Javelin AMX Pierre Cardin edition
Cardin interior in a 1972 Javelin

During the 1972 and 1973 model years 4,152 Javelins were produced with a special interior option designed by fashion designer Pierre Cardin (official on-sale date was March 1, 1972). It featured a multi-colored pleated stripe pattern in tones of Chinese red, plum, white, and silver on a black background. Six multi-colored stripes, in a tough satin-like nylon with a stain-resistant silicone finish, ran from the front seats, up the doors, onto the headliner, and down to the rear seats. Chatham Mills, a veteran maker of interior fabrics, produced the fabric for the seat faces. Cardin's crest appeared on the front fenders. MSRP of the option was $84.95 ($583 in 2024 dollars[10]). The trend of fashion designers styling special automobile interiors continued with other cars, but Cardin's is regarded as the “most daring and outlandish.” [52]

1973

1973 AMC Javelin

The 1973 Javelin was updated slightly. The most noticeable changes were to the taillights and grille, although the AMX grille remained the same. All other AMC models used "recoverable" bumpers with telescoping shock absorbers; however, the Javelin and AMX were fitted with a non-dynamic design with two rigid rubber guards.[53] A further hidden change was present due to new standards mandating stronger doors capable of withstanding 2,500 pounds (1,134 kg) of impact for the first 6 inches (152 mm) of crush. A new roof stamping gave the Javelin a completely flat roof without "twin-cove" indentations, meaning a full vinyl top was now available. Also, the front seat design was changed. Gone were the "Turtle Back" seats of 1970-72 in favor of a more slim design that was not only lighter than the previous seat, but also more comfortable and gave more rear passenger leg room.

Spurred by the success of improving product quality supported by an advertising campaign focusing on "we back them better because we build them better", AMC continued its comprehensive extended warranty on all the 1973 models while achieving record profits.[54]

1974

1974 AMC Javelin AMX

By 1974, the automobile marketplace had changed. Mid-year, Chrysler abandoned the pony car market. Whereas Ford replaced its original Mustang with a smaller four-cylinder version, and other pony car manufacturers also downsized engines, the Javelin's big engine option continued until the production of the model ended in October/November 1974 amidst the Arab oil embargo and overall declining interest in high-performance vehicles.

A new seatbelt interlock system prevented the car from being started if the driver and a front passenger were unbuckled. The functional cowl-induction fiberglass hood was no longer available for 1974, and the output of the 401 cu in (6.6 L) V8 dropped by 20 hp (15 kW; 20 PS).[55] Some late-production cars came with hoods made from steel.[55]

Several factors led to the demise of the Javelin model, not least of which was the economic climate of the time. Unlike General Motors' Camaro and Firebird, the 1974 Javelin models were not exempt from new stricter front and rear bumper standards.[56] AMC estimated that approximately $12 million ($82,362,819 in 2024 dollars[10]) would need to be spent in engineering and design work to revise the bumpers to meet the new standards for 1975.[57]

American Motors also needed a manufacturing line to build its all-new AMC Pacer.[58] Nevertheless, more cars were built during the final year of Javelin production than the prior second-generation years, with 27,696 units built, of which 4,980 (about 15 percent) were Javelin AMX models.[59]

Racing

Trans-Am Sunoco AMX and a 1970 Javelin

Racing AMC Javelin versions competed successfully in the Trans-Am Series with the Penske Racing/Mark Donohue team, as well as with the Roy Woods ARA team sponsored by American Motors Dealers.[60] The Javelin won the Trans-Am title in 1971, 1972, and 1975. Drivers included George Follmer and Mark Donohue.

Police

In an effort to find a more suitable and lower priced alternative to the traditional large-sized police cruisers, the Alabama Department of Public Safety (ADPS) first took a basic 304 cu in (5.0 L) V8 as a test vehicle, found its power lacking, and then sampled a vinyl roof covered AMX with a 401 cu in (6.6 L) engine from Reinhart AMC in Montgomery.[2]

Javelins equipped with the 401 cu in (6.6 L) engine proved their performance and beginning in 1971, the Alabama Highway Patrol used them for pursuit and high-speed response calls.[61] The 132 Javelins purchased during 1971 and 1972 were the first pony cars to be used as a normal highway patrol police car by any U.S. police organization.[62]

The last of ADPS Javelins was retired in 1979. One of the original cars is now part of the Museum at ADPS Headquarters.[63]

International markets

Right hand drive 1968 Javelin made in Australia
File:1968-AMC-Javelin-by-Karmann.jpg
AMC Javelin by Karmann 1968 brochure cover

Australia

Australian Motor Industries (AMI) assembled right hand drive versions of both the first- and second-generation Javelin models were in Victoria, Australia from CKD kits.[64] The right hand drive dash, interior and soft trim, as well as other components were locally manufactured. The cars were marketed under the historic Rambler name. The AMI Rambler Javelins were the only American "muscle cars" of that era to be sold new in Australia.[65] The Australian Javelins came with top trim and features that included the 343 cu in (5.6 L) 280 bhp (210 kW) V8 engine, three-speed "Shift Command" automatic transmission, and "Twin Grip" limited-slip rear differential.[65] They were more expensive, had more power, and provided more luxury than the contemporary Holden Monaro.[66]

Germany

Javelins were built in Europe, primarily because they had the largest and most usable rear seat of the American pony cars. The German coach builder, Wilhelm Karmann GmbH assembled 280 CKD (Completely Knocked Down) Javelins between 1968 and 1970 that were marketed in Europe.[64] This was a significant business relationship because the Javelin was a completely American-designed car that was made in Germany. Karmann’s “Javelin 79-K” could be ordered with the 232 cu in (3.8 L) six, the 290 cu in (4.8 L) 2-barrel or 343 cu in (5.6 L) 4-barrel V8 engines. About 90% of the parts and components came in crates from the United States.[67] At Karmann’s facility in Rheine the cars were assembled, painted, and test-driven prior to shipment to customers.[68]

Mexico

Vehiculos Automotores Mexicanos (VAM) assembled Javelins in Mexico under license and partial ownership (38% equity share) by AMC. The VAM versions were equipped with different, locally made components, trim and interiors than the equivalent AMC-made models.[69]

Venezuela

Constructora Venezolana de Vehículos C.A. was a subsidiary of AMC.[70][71] The firm assembled AMC Javelins from 1968 to 1974 in its Caracas, Venezuela facility.

The Venezuelan 1968 Javelin was equipped with the 290 cu in (4.8 L) V8 engine. In 1969, it came with the 343 cu in (5.6 L) with automatic or 4-speed manual transmission. 1970 saw the Javelin with 360 cu in (5.9 L) automatic or 4-speed manual, while the optional 390 cu in (6.4 L) was only available with the 4-speed transmission.[citation needed]

For the 1972-1974 (second-generation) Javelins, the only powertrain available for the Venezuelan market was AMC's 360 cu in (5.9 L) with 4-barrel carburetor coupled to the Chrysler automatic transmission.[72]

These were the fastest production cars in Venezuela, and were also used for drag racing and road racing in local racetracks.[citation needed]

Collectibility

All original 1973 Javelin AMX with 401 V8
Second-generation customized Javelin

The Javelin is among the "highly prized" models among AMC fans.[73]

The Chicago Sun-Times auto editor Dan Jedlicka wrote that the Javelin, which he describes as "beautifully sculpted" and "one of the best-looking cars of the 1960s", is "finally gaining the respect of collectors, along with higher prices."[74] The first generation Javelin has also been described as a "fun and affordable American classic with a rich racing pedigree and style that will always stand out from the omnipresent packs of Ford, General Motors, and Chrysler pony cars."[75]

The AMC Javelin does not command the high prices of some other muscle cars and pony cars, but offers the same kind of style and spirit for collectors.[76] However, in its day the car sold in respectable numbers, regularly outselling both the Plymouth Barracuda and Dodge Challenger that are popular with collectors today.

The Antique Automobile Club of America (AACA) divides the "muscle" AMC Javelins into two categories: Class 36-e for 1968-69 Javelin base and SST models equipped from the factory with 343 cu in (5.6 L) 4-barrel or larger V8 engines; and Class 36-j for 1970-74 Javelin, SST, and AMX models equipped from the factory with 360 cu in (5.9 L) 4-barrel or larger V8 engines.[1] Javelins built with smaller engines compete in the regular AMC classes according to their respective decade of production.

According to estimates from the 2006 Collector Car Price Guide some of the desirable extras include the V8 engines, particularly the 390 and 401 versions, as well as the "Go" package, and special models including the "Big Bad" color versions.[17] The 1971 through 1974 AMX versions also command higher prices, according to several collector price guides.

Some owners use the second-generation Javelins to build custom cars.

There are many active AMC automobile clubs, including for owners interested in racing in vintage events. The Javelin shared numerous mechanical, body, and trim parts with other AMC models, and there are vendors specializing in new old stock (NOS) as well as reproduction components.

Notes

  1. ^ a b Official Judging Guidelines (PDF). Antique Automobile Club of America. 2010. pp. 31, 36, and 38. Archived from the original (PDF) on 2 January 2011. Retrieved 31 January 2011. {{cite book}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  2. ^ a b Newhardt, David; Harholdt, Peter; Yates, Brock (2009). Art of the Muscle Car. MBI Publishing. p. 85. ISBN 978-0-7603-3591-8. Retrieved 8 August 2011. Alabama State Police officials felt that if they couldn't beat 'em under the rules, then they would change the rules.
  3. ^ Mueller, Mike (1997). Motor City Muscle: The High-Powered History of the American Muscle Car. MBI Publishing. p. 101. ISBN 978-0-7603-0196-8. Retrieved 31 January 2011.
  4. ^ Mueller, page 99.
  5. ^ a b Langworth, Richard M. (1991). "AMC Javelin". In Consumer Guide (ed.). Collectible Cars. Crescent Books. p. 12. ISBN 978-0-517-03594-8.
  6. ^ Lyons, Dan (2006). Cars of the Sensational '60s. Krause Publications. p. 125. ISBN 978-0-89689-388-7.
  7. ^ Auto Editors of Consumer Guide (26 November 2007). "1968-1969 AMC Javelin Specifications". howstuffworks com. Retrieved 12 August 2010. {{cite web}}: |author= has generic name (help)
  8. ^ Ingraham, Joseph C. (23 August 1967). "American Shows Off New Sports Car". The New York Times. p. 51. Retrieved 12 August 2010.
  9. ^ "USA Car Spotters Guide -1968". Unique Cars & Parts. Retrieved 31 January 2011.
  10. ^ a b c 1634–1699: McCusker, J. J. (1997). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States: Addenda et Corrigenda (PDF). American Antiquarian Society. 1700–1799: McCusker, J. J. (1992). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved February 29, 2024.
  11. ^ Hartford, Bill (1968). "Photo finish for style and handling: owners balk at tricky windows". Popular Mechanics. 129 (6): 113. Retrieved 31 January 2011. {{cite journal}}: Unknown parameter |month= ignored (help)
  12. ^ Clarke, R.M., ed. (2004). AMX & Javelin 1968-1974 Gold Portfolio. Brooklands Books. ISBN 978-1-85520-657-1.
  13. ^ Gunnell, John (2001). Standard Guide to American Muscle Cars. Krause Publications. p. 13. ISBN 978-0-87349-262-1.
  14. ^ Johncock, Gordon (1967). "Gordon Johncock Tests AMC's Javelin". Popular Mechanics. 128 (5): 128–130, 218, 219, 220. Retrieved 6 November 2010. {{cite journal}}: Unknown parameter |month= ignored (help)
  15. ^ a b c d Auto Editors of Consumer Guide (7 June 2007). "How AMC Cars Work". Retrieved 7 August 2010. {{cite web}}: |author= has generic name (help)
  16. ^ Auto Editors ofConsumer Guide (11 October 2007). "1967 AMC Ambassador Engineering". auto.howstuffworks.com. Retrieved 8 August 2011. {{cite web}}: |author= has generic name (help)
  17. ^ a b Gunnell, John (2005). American Cars of the 1960s. Krause Publications. p. 78. ISBN 978-0-89689-131-9. Retrieved 31 January 2011.
  18. ^ Box, Rob de la Rive (1999). Encyclopaedia of classic cars: sports cars 1945-1975. Taylor & Francis. pp. 28–29. ISBN 978-1-57958-118-3. Retrieved 6 November 2010.
  19. ^ "1970 AMC Javelin". conceptcarz com. Retrieved 7 August 2010.
  20. ^ "American Motors". Newsweek. 71: 67, 173. 1968.
  21. ^ "Irreverence at American". Time. 22 November 1967. Archived from the original on 23 January 2011. Retrieved 31 January 2011. {{cite journal}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  22. ^ Belliveau, Nancy (27 October 1967). "Sledge-hammer Sell". Life: 104–106. Retrieved 31 January 2011.
  23. ^ a b Gunnell, p. 78.
  24. ^ Holder, William; Kunz, Phil (2006). Extreme Muscle Cars. Krause Publications. p. 14. ISBN 978-0-89689-278-1.
  25. ^ a b c Friedman, Dave (2001). "3". Trans-Am: The Pony Car Wars 1966-1972. MBI Publishing. ISBN 978-0-7603-0943-8. {{cite book}}: Unknown parameter |nopp= ignored (|no-pp= suggested) (help)
  26. ^ Original car: Historic Trans Am. "1968 AMC Javelin". Retrieved 6 November 2010.
  27. ^ 1968 TRANS-AM BOX SCORES Retrieved on 18 September 2011
  28. ^ "Trans-Am Racing 1968". AMX-perience. Retrieved 7 August 2010.
  29. ^ Dyer, Davis; Gross, Daniel (2001). The generations of Corning: the life and times of a global corporation. Oxford University Press. pp. 302–303. ISBN 978-0-19-514095-8. Retrieved 31 January 2011.
  30. ^ Clarke, Sally H.; Lamoreaux, Naomi; Usselman, Steven (2009). The Challenge of Remaining Innovative: Insights from Twentieth-Century American Business. Stanford University Press. p. 99. ISBN 978-0-8047-5892-5. Retrieved 31 January 2011.
  31. ^ a b Norbuye, Jan P.; Dunne, Jim (1970). "At last Detroit comes up with real sports cars". Popular Science. 196 (6): 32–40. Retrieved 21 August 2011. {{cite journal}}: Unknown parameter |month= ignored (help)
  32. ^ "60's Concept: AMX/3". Automobile Quarterly. 41 (3): 8. 2001.
  33. ^ Craft, John Albert (2002). Mustang Race Cars. MBI Publishing Company. p. 101. ISBN 978-0-7603-1108-0. Retrieved 21 August 2011.
  34. ^ Farr, Donald (2011). Mustang Boss 302: From Racing Legend to Modern Muscle Car. MBI Publishing. p. 84. ISBN 978-0-7603-4141-4. Retrieved 21 August 2011.
  35. ^ 1970 TRANS-AM BOX SCORES Retrieved on 18 September 2011
  36. ^ a b Lyons, Dan; Scott, Jason (2001). Muscle Car Milestones. MotorBooks/MBI Publishing. pp. 93–95. ISBN 978-0-7603-0615-4. Retrieved 21 August 2011.
  37. ^ Koch, Jeff (2010). "1970 AMC Javelin Mark Donohue Edition". Hemmings Classic Car. Retrieved 21 August 2011. {{cite journal}}: Unknown parameter |month= ignored (help)
  38. ^ a b c Gunnell, John (2004). Muscle Cars Field Guide: American Supercars 1960-2000. KP Books. p. 31. ISBN 978-0-87349-869-2. {{cite book}}: |access-date= requires |url= (help)
  39. ^ "The 1970 Mark Donohue Signature Edition Javelin". AMX-perience/Trans-Am Javelin. Archived from the original on 22 July 2011. Retrieved 21 August 2011. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  40. ^ Mueller, page 101.
  41. ^ "American Motors". Road Test. 6: 27. 1970. Retrieved 21 August 2011.
  42. ^ Georgano, G. N. (1971). The Encyclopedia of Motor Sport. Viking Press. p. 46. ISBN 978-0-87349-869-2. Retrieved 21 August 2011.
  43. ^ American Motors (2 April 1971). "AMC Javelin advertisement". Life. 70 (12). Retrieved 6 November 2010.
  44. ^ Allen, Jim (2004). Jeep. MBI Publishing. ISBN 978-0-7603-1979-6. Retrieved 6 November 2010.
  45. ^ a b Auto Editors of Consumer Guide (22 June 2007). "1971-1974 AMC Javelin AMX 401". Retrieved 6 November 2010. {{cite web}}: |author= has generic name (help)
  46. ^ US News and World Report. 68: 33. 1970. {{cite journal}}: Missing or empty |title= (help); Unknown parameter |month= ignored (help)
  47. ^ "1973 Javelin". The Automobile Engineer. 62: 26. 1971.
  48. ^ "1973 Javelin". Cars & Parts. 43: 33. 2000.
  49. ^ a b Lund, Robert (1971). "AMC Gets It Together". Popular Mechanics. 136 (4): 116–206. Retrieved 6 November 2010. {{cite journal}}: Unknown parameter |month= ignored (help)
  50. ^ Boone, Louis E.; Kurtz, David L. (1976). Contemporary Business. Dryden Press. pp. 223–224. ISBN 978-0-03-013651-1.
  51. ^ Kunz, Bruce (26 August 2006). "AMC's 1971-1974 Javelin was a Horse of a Different Color in more ways than one". St. Louis Post-Dispatch. Archived from the original on 25 February 2008. Retrieved 31 January 2011.
  52. ^ Foster, Patrick (2007). "Pierre Cardin Meets the Javelin". Hemming's Classic Car (31). {{cite journal}}: Unknown parameter |month= ignored (help)
  53. ^ Lamm, Michael (1972). "AMC: Hornet hatchback leads the lineup". Popular Mechanics. 138 (4): 118–202. Retrieved 6 November 2010. {{cite journal}}: Unknown parameter |month= ignored (help)
  54. ^ Irvin, Robert W. (11 April 1973). "AMC returns to 'Big Four' status". Detroit News. 11: E–7.
  55. ^ a b McCourt, Mark J. (1 March 2004). "1971-74 AMC Javelin/AMX". Hemmings Muscle Machines. Retrieved 19 November 2010.
  56. ^ Norbuy, Jan P. (1973). "New Bumpers Have Uniform Height, Take Angle Impacts". Popular Science. 203 (4): 90–91. Retrieved 6 November 2010. {{cite journal}}: Unknown parameter |month= ignored (help)
  57. ^ "The AMX and the Javelin". Automobile Quarterly. 19 (1). 1981. Retrieved 19 November 2010.
  58. ^ Langworth, Richard M. (1987). "1968-74 Javelin: AMC's Thrust Into the Ponycar Arena". Collectible Automobile. {{cite journal}}: Unknown parameter |month= ignored (help)
  59. ^ Auto Editors of Consumer Guide (22 June 2007). "1974 AMC Javelin AMX 401". Retrieved 6 August 2010. {{cite web}}: |author= has generic name (help)
  60. ^ Historic Trans Am. "1972 Trans Am AMC Javelin #2". Retrieved 6 November 2010.
  61. ^ Rosa, John (9 January 2006). "AMC Javelin Highway Patrol/Pursuit cars". Archived from the original on 18 June 2008. Retrieved 30 January 2011.
  62. ^ Newhardt, pages 182–187.
  63. ^ "The Alabama State Trooper - AMC Javelin". Alabama Department of Public Safety. 2008. Retrieved 19 November 2010.
  64. ^ a b Mitchell, Larry G. (2000). AMC Muscle Cars. MotorBooks/MBI. pp. 43–44. ISBN 978-0-7603-0761-8.
  65. ^ a b "Australian Javelin and AMX Website". australianjavelins.com. 24 December 2011. Retrieved 3 January 2012.
  66. ^ "1968 AMC Rambler Javelin SST". Australian Muscle Car Sales. Retrieved 3 January 2012.
  67. ^ "1961 to 1970". Karmann Company History. Karmann.com. Retrieved 6 November 2010.
  68. ^ Strohl, Daniel (17 March 2009). "Javeling Through Europe". Hemmings Muscle Machines Blog. Archived from the original on 26 September 2010. Retrieved 6 November 2010. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  69. ^ Wilson, Bob. "Arcticboy's VAM page 2, 1972 Javelin brochure". Archived from the original on 6 December 2010. Retrieved 6 November 2010. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  70. ^ Directory of American firms operating in foreign countries. Simon & Schuster. 1969. p. 932.
  71. ^ Who owns whom: North America. Dun & Bradstreet. 1982. p. 12. Retrieved 27 November 2010.
  72. ^ "1973 Rambler Javelin (VE)" (in Spanish). dkarros.com. Retrieved 31 January 2011.
  73. ^ Zuehlke, Jeffrey (2007). Classic Cars. Lerner Publishing Group. p. 18. ISBN 978-0-8225-5926-9.
  74. ^ Jedlicka, Dan (28 May 2007). "AMC on target with the Javelin". Chicago Sun-Times. p. A2.
  75. ^ Blackwell, Rusty (2009). "Collectible Classic: 1968-70 AMC Javelin". Automobile. Archived from the original on 31 December 2010. Retrieved 31 January 2011. {{cite journal}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help); Unknown parameter |month= ignored (help)
  76. ^ Langworth, Richard M. (2000). Complete book of collectible cars: 70 years of Blue Chip auto investments 1930-2000. Publications International. pp. 25–26. ISBN 978-0-7853-4313-4.

References

  • Conde, John A. (1987). The American Motors Family Album. American Motors Corporation. OCLC 3185581.
  • Foster, Patrick (2004). AMC Cars: 1954-1987, An Illustrated History. Motorbooks International. ISBN 978-1-58388-112-5.
  • Foster, Patrick (1993). The Last Independent. Motorbooks International. ISBN 978-0-87341-240-7.
  • Gunnell, John, ed. (1987). The Standard Catalog of American Cars 1946-1975. Krause Publications. ISBN 978-0-87341-096-0.
  • Hadsall, Guy (1999). Foster, Patrick R. (ed.). Mister Javelin: Guy Hadsall Jr. at American Motors. SHS Press. ISBN 978-0-9668943-0-1.
  • Mitchell, Larry (1994). AMC Buyers Guide. Motorbooks International. ISBN 978-0-87938-891-1.
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