AMC Gremlin

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AMC Gremlin
1974 AMC Gremlin
Manufacturer: American Motors Corporation
Production: 1970½-1978
Successor: AMC Spirit
Class: Subcompact
Body style: 3-door hatchback
Engine: 122 in³ Audi/VW EA827 I4
199 in³ I6
232 in³ I6
258 in³ I6
304 in³ V8
Transmission: 3-speed Borg-Warner manual
4-speed Borg-Warner manual
3-speed Borg-Warner automatic
3-speed Chrysler TorqueFlite automatic
Wheelbase: 96 in (2438 mm)
Length: 161.3 in (4097 mm)
Width: 70.6 in (1793 mm)
Related: AMC Concord
AMC Hornet
AMC Spirit
AMC Eagle

The AMC Gremlin was the first American subcompact car. Made by the American Motors Corporation for nine model years from its April 1, 1970, debut through the end of the 1978 model year, a total of 671,475 Gremlins were made.

Contents

[edit] History

AMC knew that Ford and General Motors were coming out with subcompact cars for 1971, but did not have the financial resources to respond with an entirely new competing design. Chief stylist Richard A. Teague came up with an ingenious solution; chop off the back end of a Javelin (legend has it that Teague first sketched out the design on the back of a Northwest Orient air sickness bag). The resulting car was the AMX-GT and was first shown at the New York International Auto Show in April 1968. The AMX-GT was never produced and the new subcompact, designed by future Chief of Design Bob Nixon, was instead based on the Hornet. The Hornet was a compact car based on interior volume but had a wheelbase of 108 in. To produce the Gremlin the wheelbase of the Hornet was reduced to 96 in (2743 mm to 2438 mm) and the overall length was reduced from 179 in to 161 in (4547 mm to 4089 mm). The resulting Gremlin hit the market six months before Ford and GM were able to introduce their subcompacts. The car came only in a three-door model priced at US$1,879. The lowest priced model initially did not include a rear seat.

From the seatbacks forward the Gremlin was essentially a Hornet. The cargo area was smaller than that of a Volkswagen Beetle (although folding the rear seat more than doubled the cargo area). The Kammback design was radical for the time and spawned jokes ("What happened to the rest of your car?"). However, it was surprisingly aerodynamic and the Kammback was adopted by many other popular subcompacts in following years. Its handling suffered from being front-heavy and its ride was a bit stiff because of the shortened rear springs. The Gremlin was not a true hatchback as only its rear window could be opened, except for 2-seat models, which employed a fixed backlight.

[edit] Year-to-year changes

[edit] 1970

In 1970, the Gremlin debuted with AMC's 199 in³ (3.3 L) I6 (a very sturdy and durable seven main bearing design), which produced 128 hp as standard equipment, with AMC's 232 in³ (3.8 L) I6 — producing 145 hp — as an option. Sales started at a respectable 28,560 units in only five months of production.

[edit] 1971

In 1971, the famous X appearance/equipment package became optional ($300) on the 4-passenger model. This package included body side tape stripes, body color front fascia, slotted road wheels on 70-series tires, blackout grille insert, bucket seats, and "X" decals. The 2-passenger Gremlin version soldiered on into its second and final season. The 232 in³ I6 that was optional for 1970 became standard, while a new stroked version of the 232, a 258 in³ (4.2 L) I6 became the optional powerplant. Compression ratios dropped from 8.5:1 to 8:1 for 1971, resulting in the 3.8 L six producing 135 hp, while the new 4.2 L made 150 hp. Sales improved for 1971 to 76,908 units.

[edit] 1972

1972 brought a host of changes to the Gremlin, not the least of which was an available 304 in³ (5.0 L) V8 engine. Engine ratings were downgraded to more accurate SAE net hp figures, bringing the 3.8 L engine to 100 hp, the 4.2 L to 110 hp, and the 304 V8 to 150 hp. 2-passenger models were pared from the line, having only sold a paltry 3,017 examples in 18 months. Gremlins also switched from non-synchro 1st gear manual transmissions to ones with full synchromesh. The Borg-Warner-sourced automatic transmission was replaced for 1972 by the sturdy Chrysler-designed TorqueFlite unit. Other, more minor technical upgrades found their way into the Gremlin in order to make the car more reliable and durable. This year, AMC would introduce America's first bumper-to-bumper warranty and wanted to ensure that their product improvements would result in fewer warranty claims, good PR, as well as improved customer satisfaction and loyalty. All Gremlins received a new body-colored front fascia treatment for 1972. AMC produced and sold 94,808 Gremlins for 1972, a 23% gain over 1971.

[edit] 1973

For 1973, recoverable bumpers able to withstand a 5 mph impact in the front and a 2.5 mph impact in the rear debuted according to federally mandated regulations. Gremlins also received the option of a Levi's interior trim package, which included spun nylon upholstery made to look like real denim, but for fire safety regulations, could not be. It featured such details as removeable map pockets, burnished copper denim rivets, and red Levi's logo tabs. The X package received a new tape striping patten that emphasized the Gremlin's rear wheel flares by kicking up over the flare itself. Gremlin sales improved again to 122,844 units, a nearly 30% gain over 1972. A 1973 Gremlin purchased by Consumer Reports was top-rated in a group of six subcompact models tested for the June issue. That car had relatively few sample defects and was reliable over a long-term test.

[edit] 1974

The Arab Oil Embargo of October 1973 came on just as the 1974 model year began, and AMC was ready with an improved Gremlin. The car's appearance changed with the use of a deeper front fascia that made the car look longer and more mature, and larger front bumpers that were freestanding (no filler panel between the bumper and the body). Appearance at the rear also changed with a new federally mandated 5 mph rear bumper, which was set much lower in 1974 than in previous years. The rear fascia was then modified slightly to accept with fluidity this new design. The Gremlin X stripe pattern took on a "hockey stick" look for 1974, with the stripes following the window line as it tapered aft, and swept up now to include four new slanted vertical impressions on the wide C-pillar. A new typeface for nameplates was used by AMC for 1974 and the Gremlin was no exception to this change. AMC decided to extend the 1974 model year into November 1974 to delay the need to install federally mandated catalytic converters for their 1975s. In so doing, AMC sold 171,128 1974 Gremlins, an increase of nearly 40% over 1973 and 130% over 1971.

[edit] 1975

1975 was a year of scarce change for the Gremlin, as all of AMC's attention was focused on the midyear debut of the revolutionary new AMC Pacer. However, minor modifications to the shape of the bumpers were seen, as well as the availability of a catalytic converter and standard electronic ignition. With a struggling economy, American subcompact sales slumped and AMC was not immune, having only sold 56,011 Gremlins in the (albeit shortened) 1975 model year, a 67% drop.

[edit] 1976

1976 showed greater change, as Gremlin's front fascia was revised again to gain headlight bezels that changed from the circular shape used previously, to one of a more rounded diamond shape. The grille shape became a stretched hexagon and included in its insert two opposing loops stacked atop each other and housing new rounded parking/turn signal lights. Front fenders were also modified to be taller, with a slight finned effect. A new Custom trim line debuted for 1976 and featured a special interior stripe pattern called "Potomac" trim, as well as a spare tire cover and a few other small details. The A models made do with another new striping scheme, this time with the hockey stick-style stripe of the previous year adding a secondary extension that ran from the door-handle straight back. The X package was now available only on Custom models. Due to flagging sales, the 304 V8 engine option (now downgraded to a paltry 120 hp) was cancelled at midyear, after only 826 installations were made. A total of 40,994 Gremlins received the V8 option from 1972 to 1976. A 4-speed manual transmission came available at midyear. However, the changes AMC attempted to get Gremlin sales going again were not enough, and sales tapered slightly to 52,941, a decline of 5.5%.

[edit] 1977

1977 was the first time in its now 8-year history that the Gremlin received redesigned sheet metal. This came in the of from a new hood and shorter front fenders, as well as a taller glass tailgate and enlarged taillights. At the rear, the license plate now covered the fuel filler. New bumpers were also featured. The front fascia treatment was far more pleasing for 1977 and included a crosshatch grille insert sporting parking lights the reverted to a rectangular shape. Headlights were now recessed into square bezels with rounded corners, and the new hood included a slight "power bulge" at the front. The X package returned again for 1977, but this time with yet another new striping pattern that ran straight back from the front fenders and at the rear wheelhouse, crested upward, giving the impression of a two-part wave look. Front disc brakes became standard equipment for 1977. It was also the year that AMC introduced the availability of a Volkswagen/Audi-designed 2.0 L I4 engine, the first time a four-cylinder engine was available with the Gremlin. The engine was the same one used in the Porsche 924, although the Porsche was fitted with Bosch fuel injection instead of carburetors on the AMC models. This engine provided improved economy, but was not as powerful as the standard six-cylinder engines the Gremlin carried over from 1976. The six-cylinder engines received updated cylinder heads, which brought power ratings up. Because of the expense of acquiring the rights to the new 2.0 L engine, AMC could not afford to make it standard equipment in its base model. It was, however, in the uplevel Custom. However, the improvements did not result in improved sales, and AMC moved only 46,171 Gremlins for 1977, a mere 7,558 of which carried the new 2.0 L engine. Sales had dropped 13%.

[edit] 1978

In its final year of 1978, the Gremlin received a number of changes. The biggest change was inside, with a revised instrument panel borrowed from the then-new 1978 Concord. The dashboard featured high-level ventilation, HVAC and radio switchgear within easier grasp, and a flat top all the way across. The X's striping pattern was once again revised to mirror that of the 1978 Concord Sport package's design, that is, the tape striping being located at the lower body sides and curving over the wheel lips. At midseason, a GT package came available with a front spoiler and front and rear wheel flares borrowed straight from the 1978 AMX. A different tape stripe scheme was used with the GT which involved the main wide stripe reaching back from the front fenders, and widening to a plateau just aft of the rear quarter windows. An extra stripe was used to outline this wider, fatter stripe. The GT picked up an aluminum instrument panel overlay and the 4.2 L I6 as standard equipment. However, the Gremlin's shape hadn't changed appreciably in its nine years on the market. The bloom had worn off and more advanced subcompacts with more doors, better interiors, front-wheel drive, and lighter weights had hit the market. This probably explains the 52% drop in sales for the Gremlin's final year, bringing the 1978 total to 22,104 units. 671,475 units were sold during the Gremlin's lifetime, making it the most popular automobile produced by AMC.

[edit] Performance

The Gremlin wasn't as economical as smaller, lighter, subcompacts with four-cylinder engines, but did get a reasonable 28 to 30 mpg overall with the small six-cylinder engine. The Gremlin also far outperformed other subcompacts. Mechanix Illustrated magazine clocked it at zero to 60 mph in 11.9 seconds with the 232 in³ (3.8 L) engine, where the Ford Pinto took half-again as long. The V8 reduced this time to 8.5 seconds. The 2.0 L I4 introduced in 1977 gave the Gremlin the distinction of having one of the widest ranges of engine sizes of all time, 2.0 L to 5.0 L.

It is important to note that the Gremlin's main domestic competition fielded engines that were never nearly as powerful. Their body structures weren't as sound, either. None of them featured engines that were as reliable and smooth, or the relatively clean recall record the Gremlin experienced. And the Gremlin's chief rival, the Volkswagen Beetle, handled more poorly, got similar mileage with only about 40% of the power the Gremlin had, and was packaged only marginally better, as they were the same size. Gremlin designer Richard Teague commented in a Motor Trend article that to compare the Beetle to the Gremlin in profile and body design was like "comparing a Ford GT40 to the Hindenburg".

The Gremlin was restyled for 1979 and renamed the "AMC Spirit" and its Kammback body style continued in production until 1983. The basic design was also used for the AMC Eagle Kammback from 1981 to 1983.

[edit] Experimental Gremlins

The Gremlin was a popular test-bed for experiments with alternative fuels. Many universities converted them to run on natural gas, hydrogen and electric power. Engineers at Coleman Products Corporation in Coleman, Wisconsin created a non-drivable plexiglas Gremlin as a demonstrator of the placement and function of electrical wiring harnesses.

[edit] In fiction

The Gremlin is a now (somewhat unjustly) legendary figure in the halls of poor vehicles, along with the AMC Pacer, Yugo, Chevrolet Vega, and Ford Pinto. It was ranked #4 in Car Talk's Worst Car of the Millennium contest. It should be noted that this contest is a public popular vote, not based on any specific criteria, and that the Gremlin was a popular vehicle in its day.

The Gremlin has since spawned a never-ending but sparse series of negative references in popular culture. It has recently almost become a 1970s icon — most people still tend to make fun of the Gremlin's unusual shape, but the Gremlin is easily recognizable as a 1970s car.

The Gremlin has appeared in:

[edit] External links

 Wikimedia Commons has media related to:


American Motors Corporation

Historic:
Rambler: Ambassador by Rambler | American | Classic | Marlin | Rambler | Rebel
AMC: Ambassador | AMX | Concord | Eagle | Gremlin | Hornet | Javelin | Marlin | Matador | Mighty Mite | Metropolitan | Pacer | Rebel | Spirit
Renault: LeCar | Alliance | Encore | Fuego | Medallion | Premier
AMC & Rambler Concept Cars: Rambler Tarpon | AMC Cavalier | AMC AMX-GT
Affiliated with: American Motors Corporation | AM General | Chrysler | Hudson | Jeep | Kelvinator | Nash Motors | Nash-Kelvinator | Rambler | Renault | Australian Motor Industries | Vehiculos Automotores Mexicanos
People Roy Abernethy | A.E. Barit | Roy D. Chapin Jr. | George W. Romney | Richard A. Teague | George W. Mason | Gerald C. Meyers | Edmund E. Anderson | François Castaing
[ edit ]
Category
American Motors road car timeline, United States market, 1954—1988 - [edit]
Type 1950s 1960s 1970s 1980s
4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8
Subcompact Metropolitan Gremlin Spirit Encore
Compact Rambler American Hornet Concord
Jet Pacer Alliance
Mid-size Rambler Classic Rebel Matador
Rebel Marlin Matador Coupe
Full-size Nash Ambassador P
Hudson
Sports AMX
Javelin
Crossover Eagle
SUV see timeline of Jeep models
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