Checker marathon

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Checker
Checker A-12 Marathon (1975)
Checker A-12 Marathon (1975)
A-11 Cab, A-11E Cab

A-12 marathon, A-12E marathon

Production period: 1963-1982
Class : upper middle class
Body versions : Limousine , station wagon
Engines:
Petrol engines : 3.6-5.6 liters
(74-221 kW)
Length: 5260-5485 mm
Width: 1930 mm
Height: 1583 mm
Wheelbase : 3048-3277 mm
Empty weight : 1710-1800 kg
Previous model Checker A-9 , Checker A-10 Superba
successor without

The Checker Marathon is a passenger car produced by the Checker Motors Corporation in Kalamazoo ( Michigan ) from 1963 to 1982, largely identical to the Checker Taxi . Originally only the more upscale of the two versions for private customers was called Marathon ; the other was Superba .

Model history

The basic form of the last and longest built version of the Checker Taxi appeared as the Checker A-8 as early as 1955. After that, only details were changed, such as various radiator grills, 1959 (partially) double headlights and, from 1974, stronger bumpers.

The marathon was only introduced for the 1961 model year in September 1960, initially parallel to the Checker Superba . In 1963 it replaced the Superba Special; In 1964, the Superba was completely eliminated. The marathon had a better interior than the Superba. Outwardly, it was distinguished by a honeycomb grille across the entire width of the vehicle instead of the narrower radiator grille of the Superba with side lights. Originally, Superba and Marathon received the same model code, A-10. The taxi was called A-9.

This code changed in 1963 to A-11 for the taxi and A-12 for Superba and Marathon. In the same year, the Marathon Town Custom, a chauffeur-driven limousine with a wheelbase extended to 129 inches (3277 mm), was introduced. This version with eight seats (including two foldable emergency seats) received the chassis code A-19E. This was changed to A-12E after a short time.

With the exception of the bumpers prescribed by the US government from 1974, which had to withstand 5 mph (8 km / h) collision speed undamaged, the marathon remained practically unchanged in its production time. The last vehicle in the A-11 / A-12 series was built in 1982, and with it Checker said goodbye to automobile production. A successor had been considered since the late 1970s. A variant of the VW Rabbit that was clearly stretched by 21 inches (533 mm) was tested , which was to be manufactured in cooperation with Volkswagen of America , but proved to be inexpedient. In 1981 a prototype named Galva II was built on the stretched GM X platform with front-wheel drive. This was also not pursued further. After car production was discontinued, body and vehicle parts were manufactured for Ford and General Motors before the company was completely shut down in 2009.

Overview

In the tradition of earlier series of Checker there were several, technically very similar versions.

1961–1962: A-9 and A-10

All versions were powered by the same Continental 226 "Red Seal" six-cylinder engine that had been used in earlier series since the 1930s. In 1962, all models received the rear fenders of the Checker Aerobus, which made it easier to access the wheel when changing a wheel. The three-spoke steering wheel, which was only used in 1961, was replaced by a four-spoke version with double spokes arranged in parallel. There was again a standard and a deluxe version with a horn button in the wheel hub on one version and a horn ring on the other. The deluxe version was part of the basic equipment of the “civil” checkers. It was available in the taxi, but was rarely ordered because the horn rings broke quite often. Until 1970 the ignition lock was located on the dashboard.

  • A-9 “Checker Cab”; the standard taxi model; 6 seats
  • A-9 "Checker Cab" Wagon; the standard taxi model as a station wagon ; 6 seats
  • A-10 superba ; the standard model without taxi equipment; 6 seats
  • A-10 Superba Wagon; the standard model without taxi equipment as a station wagon; 6-seater (1962: 8-seater)
  • A-10 marathon; the standard model without taxi equipment; 6 seats
  • A-10 Marathon Wagon; the standard model without taxi equipment as a station wagon; 6-seater (1962: 8-seater)
  • A-10W 6 Aerobus , six-door (from 1962)
  • A-10W 8 Aerobus, eight-door (from 1962)

1963-1964

Checker A-12W Station Wagon with painted instead of chromed bumper (ca.1964)

From 1963 a distinction was only made between taxi and non-taxi versions. This year the bumpers were modified; they received an indentation in the middle. Furthermore, the same bumper was used at the front and rear; Checker stayed with this version until 1973. In addition, the front indicators were given amber instead of white lenses. From 1963 the side-controlled engine was basic equipment in all versions except the custom sedan. The former received the more powerful Continental version with new 141 bhp (105.1 kW), the latter a Chrysler V8 with 326 ci (5342 cm³). Chrysler engines were used exclusively and for a short time in the Aerobus at Checker. The Superba was discontinued in 1964; Lap belts became standard in the front. During this period, the door skins of the front doors were lengthened so that the B-pillar is covered and only a gap is visible between the front and rear doors. The Aerobus received new rear fenders with larger wheel cutouts because it had been shown that changing a wheel with the small cutouts was problematic. At that time, a bulletproof partition was offered between the driver and passenger compartment. In principle, it was the same one that was also available in the custom sedan (without armored glass). It consisted of two unequal parts. The larger one was fixed behind the driver, the smaller one could be lowered electrically from the driver's seat. Checker recommended this accessory in conjunction with power windows and a bucket seat for the driver.

  • A-11 “Checker Cab”; the standard taxi model; 6 seats
  • A-11 "Checker Cab" Wagon; the standard taxi model as a station wagon; 8 seats
  • A-12 superba; the standard model without taxi equipment; 6 seats
  • A-12 Superba Wagon; the standard model without taxi equipment as a station wagon; 8 seats
  • A-12 marathon; the standard model without taxi equipment; 6 seats
  • A-12 Marathon Wagon; the standard model without taxi equipment as a station wagon; 8-seater (from 1966: A-12W)
  • A-19E Marathon Town Custom; Chauffeur limousine with luxury equipment based on the A-12E; 8 seats
  • A-12W 6M Aerobus, six-door, Continental engine (until 1963).
  • A-12W 6C Aerobus, six doors. The “C” stands for the Chrysler V8 engine used in 1963–1965.
  • A-12W 8C Aerobus, eight doors. The “C” stands for the Chrysler V8 engine used in 1963–1965.

1965-1967

Checker A-11 Cab (1965)

The biggest change took place under the bonnet: After Continental wanted to stop production of the Red Seal six-cylinder engine, Checker had to look for a replacement. Now were above controlled series six-cylinder - and V8 engines from Chevrolet installed. In 1966, lap belts also became standard at the rear. In 1967 the security facilities were strengthened. Inside there was the Interior Safety Package with an energy-absorbing steering column and steering wheel, padded dashboard and recessed switches. Technically, a two-chamber master cylinder replaced the previous arrangement.

  • A-11 “Checker Cab”; the standard taxi model; 6 seats
  • A-11 "Checker Cab" Wagon; the standard taxi model as a station wagon; 8 seats
  • A-11E “Checker Cab” with a longer wheelbase ; 8 seats
  • A-12 marathon; the standard model without taxi equipment; 6 seats
  • A-12 Marathon Wagon; the standard model without taxi equipment as a station wagon; 8 seats
  • A-12E marathon; the standard model without taxi equipment with a longer wheelbase; 8 seats
  • A-19E Marathon Town Custom; Chauffeur limousine with luxury equipment based on the A-12E; 8 seats
  • A-12W 6 Aerobus, six doors
  • A-12W 8 Aerobus, eight doors

1968-1973

Checker A-11 with side markers , but simple tail lights (ca.1970)

In 1968 the roof was raised two inches (50.8 mm), resulting in a correspondingly larger windshield. The US government enforced side markers on the body in 1968 . These are side position lights in the fenders. The front ones glow amber, the rear ones red. Checker chose an unusual, round design. The three-point seat belts in the front were also new. 1969 brought headrests in the front seat backs. A Perkins four-cylinder diesel engine was only available that year - the first in a US production car. In 1970 steering columns with steering wheel locks became mandatory. Checker now bought complete pillars including steering wheel from Chevrolet. This also replaced the four-spoke steering wheel that had been used since 1962. Around 1972 new laws required larger indicators and taillights. The latter was solved by installing a second pair of tail lights instead of the reversing lights under the rear lights. The reversing lights were relocated to the edge of the bodywork under the trunk lid.

In 1968 the series was reorganized:

  • A-11 “Checker Cab”; the standard taxi model; 6 seats
  • A-11W "Checker Cab" Wagon; the standard taxi model as a station wagon; 8 seats
  • A-11E “Checker Cab” with a longer wheelbase; 8 seats
  • A-12 marathon; the standard model without taxi equipment; 6 seats
  • A-12W Marathon Wagon; the standard model without taxi equipment as a station wagon; 8 seats
  • A-12E Marathon Deluxe Sedan; upscale execution without taxi equipment; 8-seater; replaces Marathon Town Custom
  • A-12W 6 Aerobus, six doors
  • A-12W 8 Aerobus, eight doors

Already in 1969 it was regrouped. It seems that the diesel vehicles received the suffix “D” in the model code; an A-12D is known. The output of the Perkins engine, at 88 bhp (65.6 kW), was slightly higher than that of the earlier Continental in the side-controlled version.

A new model was the Medicar , a version for the comfortable transport of three passengers in wheelchairs and accompanying persons. The basis was the A-12E. The roof has been raised so that wheelchair passengers do not need to be transferred from a wheelchair to a car seat. This was possible via the rear door, which was provided with reinforced and wide-opening hinges.

  • A-11 “Checker Cab”; the standard taxi model; 6 seats
  • A-11W "Checker Cab" Wagon; the standard taxi model as a station wagon; 8 seats
  • A-11E “Checker Cab” with a longer wheelbase; 8 seats
  • A-12 marathon; the standard model without taxi equipment; 6 seats
  • A-12W Marathon Wagon; the standard model without taxi equipment as a station wagon; 8 seats
  • A-12E Marathon Deluxe Sedan; upscale execution without taxi equipment; 8 seats
  • A-12E Marathon Deluxe Wagon; the standard model without taxi equipment as a station wagon; 8 seats
  • A-12E Marathon Deluxe Sedan; Luxury sedan, a. W. with partition to the driver; 8 seats
  • A-12M Medicar; Execution as an ambulance or for three wheelchairs with accompanying persons on the basis of the A-12E with a raised roof (1969).
  • A-12W 6 Aerobus, six doors (1969 only)
  • A-12W 8 Aerobus, eight doors
  • A-12W 8 Convoy, eight-door prisoner transporter (approx. 1971–1972)

The six- and eight-door resp. 9- and 12-seat Aerobus , which were mainly used as airfield buses (to transport the aircraft crews to and from the aircraft), airport shuttles or hotel taxis. The shorter version, which offered only one more seat than the station wagons and E-versions, was discontinued after 1969. One of the reasons, paradoxically enough, was that the nine-seater was in a gray area with regard to the latest safety regulations for wagons, while the twelve-seater was without any problems as a commercial car and thus had to meet less rigid regulations.

In 1971 a special version of the A-12W 8 Aerobus was presented as a 12-passenger security van called Convoy . This version, intended for the safe transport of prisoners, had a barred insert in the rear of the vehicle and a rear-facing passenger seat. It is possible that the vehicle was only actually available in 1972; It is unclear how many copies were made beyond the occupied prototype.

1974-1979

Last version of the Checker A-11 Cab with painted safety bumper and parallel windshield wipers (from 1978)

The most noticeable change to the Checker during the entire production period came in 1974 with the introduction of the safety bumper. It led to an overall length of almost 20 cm (now 5200 mm). There were many other adjustments to new government regulations that pushed both weight and sales prices up. In autumn 1974 the station wagon was completely discontinued after only 23 units could be sold in the whole model year. This ended - temporarily - the production of the Aerobus, for which Checker also used this rear end. In 1975, due to the introduction of unregulated catalytic converters , the company switched to unleaded petrol. At the urging of customers, Checker launched an Aerobus again in 1976. The new Aerobus 15 (code A-128E) had four full bench seats and two emergency seats. It could accommodate up to 15 people and received Ford truck wheels and disc brakes at the front. Chevrolet 350 V8, automatic transmission and power steering were standard equipment. This version was less popular and received particularly bad reviews for the insufficient trunk. With the rear of the Sedan now in use, the Aerobus lost 75% of its luggage capacity; if the optional double air conditioning was ordered, it was almost completely omitted.

From 1976 Checker used coolers from the AMC Matador . The Chevrolet 350 (5.7 liter) V8 got oversized cylinder bores, which required new pistons and piston rings , a Spicer 44 rear axle, and a new front suspension. The wishbones were obtained from the supplier Thompson , who originally developed the lower ones for the Ford Thunderbird from 1956 and the upper ones for the Lincoln Continental in 1963.

The Aerobus was discontinued in 1977, this time for good. The Oldsmobile 350 (5.7 liter) diesel V8 was new . From model year 1977 an inclined petrol filler neck was installed; However, this is not a reliable identification material because many older checkers were repaired with it after accident or rust damage. In 1978 windshield wipers running in parallel replaced the earlier counter-rotating design. The new Chevrolet steering wheels were also used from 1978 onwards, but the panel over their trapezoidal central section did not contain the Chevrolet logo.

  • A-11 “Checker Cab”; the standard taxi model; 6 seats; with the new bumper from 1974 5201 mm long
  • A-11E "Checker Cab" Wagon; the standard taxi model as a station wagon; 8-seater; with the new bumper from 1974 5429 mm long
  • A-12 marathon; the standard model without taxi equipment; 6 seats
  • A-12W Marathon Wagon; the standard model without taxi equipment as a station wagon; 8 seats
  • A-12E Marathon Deluxe; the upscale model without taxi equipment; 8 seats
  • A-12W 8 Aerobus, eight doors. Production with a station wagon rear ended in 1974.
  • A-128E Aerobus 15, eight doors. New edition with the rear of the Sedan, only 1976–1977.

1980-1983

The last version of the Checker A-12 Marathon with a painted safety bumper and windshield wipers running in parallel. Vinyl roof, full disc hubcaps and whitewall rings cost extra (from 1978).

In 1980 the new, overhead steering Chevrolet V6 engine LC3 with 229 in³ (3751 cm³) and twin carburetors replaced the previous six-cylinder in-line. It developed 115 bhp (86 kW) at 4000 rpm and from 1981 110 bhp (82 kW) at 4200 rpm.

Most sources cite July 12, 1982 as the end of vehicle manufacturing. Officially that's true too. With one exception: in 1983, the last A-12E marathon was built, which President David Markin had built for a good friend. The vehicle that still exists is remarkable in several ways. On the one hand, it deviated from the earlier A-12E in the area of ​​the B-pillar. The body shell was in the warehouse and was several years old. The rest of the components were there too, with the exception of the rear doors. So shorter A-11 / A-12 were used and the resulting space was covered with sheet metal. So-called coach lights , i.e. decorative position lights , were used in the upper area . The vehicle received very good equipment, a dark red paintwork and a black vinyl roof . On the other hand, Checker gave the vehicle a chassis number from 1983 and corresponding papers. That was actually illegal because the company no longer had permission to do so. Perhaps that is why the existence of this vehicle was kept secret for a long time. Today it is painted white with just such a vinyl roof and has a sunroof over the rear seats. The radiator grille, many otherwise chrome-plated decorative parts and also the control buttons and the rings around the displays inside are gold-plated.

  • A-11 “Checker Cab”; the standard taxi model; 6 seats
  • A-11 "Checker Cab" Wagon; the standard taxi model as a station wagon; 8 seats
  • A-12 marathon; the standard model without taxi equipment; 6 seats
  • A-12E Marathon Deluxe; the upscale model without taxi equipment; 8 seats

The classic New York taxi

A Checker A-11 taxi used as a decoration for wedding photos outside the Metropolitan North Life Building in New York City. This vehicle, built after 1978, was visually approximated to a version built around 1970.
GAZ-13 "Chaika"

For decades, Checkers have been the cab of choice in New York City and many other US cities. The size of the vehicle with 6 to 8 seats, the sturdy construction, the elimination of annual model changes with the simplified spare parts inventory made possible by the operating companies and the riveted instead of welded components all contributed to the fact that the A-11 clearly shaped the streetscape of Manhattan . Virtually no film set for a film set in the 1970s and early 1980s can do without a yellow Checker A-11. Probably the best-known film appearance of a Checker is a dented A-11 in Martin Scorsese's Taxi Driver from 1976.

Checker taxis are often used as movie props . If you look closely, you'll see lots of younger checkers in films set in the 1960s. This is due to the fact that few original utility vehicles have survived and the body has hardly been changed over a very long period of time. Checker A-11 and Marathon were also occasionally used when a feature film was set in Russia or the Eastern Bloc and a Russian GAZ-13 was not available, such as in Gorky Park (1983) or the television series Kobra Take Over (1966–1973).

Special designs

Aerobus

Checker A-11W 8 Aerobus (approx. 1970, recognizable by side markers and small indicators)

A limited market for extended limousine “buses” has been demonstrable since the 1910s, initially in an open version and often called char-à-bancs or omnibuses . Often it was a matter of custom-made products on self-stretched chassis. The Stanley Mountain Wagon or the White excursion buses, with which the national parks were opened up for tourism, are among the early works . In addition to Henney Motors in Freeport (Illinois) , the providers also included Stageway Coaches in Fort Smith (Arkansas) .

Forerunners of the Aerobus were special, six or eight-door versions of the Checker A-4 , which were created around 1954 for its own subsidiary Parmelee Transportation Company . It is unclear whether these vehicles were manufactured by Checker itself or by Armbruster / Stageway . It is known that this company converted some Checker A-8s in the late 1950s.

The Aerobus was offered by Checker 6-door (A-11W 6) from 1962 to 1969 and 8-door (A-11W 8) from 1962 to 1974. The production of the six-door model ended due to low demand - it only offered one more seat than the A. -11E - and because of new regulations, according to which it would have had to meet the stricter requirements as a station wagon. The A-11W 8 was abandoned along with the A-11W / A-12W Station Wagon. At the customer's request, a revised version as the Aerobus 15 (A-11E 8) with notchback and truck wheels was launched from 1976 to 1977 . Chrysler V8s were used until 1964, then various Chevrolet V8s.

Ghia Centurion

In the Carrozzeria Ghia in Milan in 1968, a design study was based on the Checker Marathon. Rowan Industries , a New Jersey- based oil production company , had previously helped Alejandro de Tomaso acquire this well-respected coachbuilder. The company then planned to enter the limousine business and commissioned Ghia in 1967 or 1968 to develop a corresponding prototype.

At Ghia the designers Tom Tjaarda and Giorgio Giugiaro were entrusted with the project, which was named Centurion . It is unclear whether the use of an A-12E chassis was specified or suggested by Ghia. Tjaarda later recalled that de Tomaso wanted to get the job done quickly and that he had been busy for about five months. He never spoke to those responsible for Checker, which indicates that the project did not receive any support from this side. There are also no relevant references in the company archive managed by Checker Corporate.

The vehicle was a modern interpretation of the chauffeur-driven limousine. Traditionally, the interior was divided up with a partition and leather seats for the driver while the passengers sat on high-quality fabric covers. Ghia showed the Centurion at the Paris and Turin salons in 1968 and at the NAIAS 1969. The motor journalist David Burgess-Wise commented on the vehicle that it was designed for hat wearers and Car and Driver saw the Mafia as a possible customer.

The Centurion was presented for the first time in a cobalt blue paintwork, which was changed to gold for the Turin Salon. In New York it was shown in Masons Black . The vehicle came into private hands in 1969 and still exists, now again in cobalt blue.

Checker Southeast Limousine

In the early 1970s, Marvin Winkoff founded Checker Southeast Corporation in Fort Lauderdale . Winkoff had previously been Vice President of the largest Checker agency in the United States, Checker Motor Sales Corporation in New York. His business model was to visually upgrade Checker vehicles. Luxury versions from the A-11 taxi to the further upgraded custom limousine were available. As a rule, the vehicles were given vinyl roofs, oval Opera Windows between the C and D pillars , leather seats, a bar and often two-tone paintwork, although Checker itself was set up for practically every color request.

After the Checker vehicle construction was discontinued, Winkoff worked as a real estate dealer and insurance agent.

technology

Engines

Six-cylinder
construction time engine Displacement
in³ / cm³ 		Mixture formation power Manufacturer
model 		Remarks
1961-1964 SV R 6 226.22 / 3707
Single carburetor Carter AS-2858S
from 1962 Zenith O-12469 		80 bhp (60 kW)
at 3100 rpm 		Continental
Red Seal 226 		Sedan only, only until 1963
1961–1962 OHV R6 226.22 / 3707
Single carburetor Carter AS-2858S 		122 bhp (91 kW)
at 4400 rpm 		Continental
Red Seal 226 		Standard for station wagon, US $ 57.- surcharge for sedan
1963-1964 OHV R6 226.22 / 3707 Double carburetor
Rochester 7023096 		141 bhp (105 kW)
at 4400 rpm 		Continental
Red Seal 226 		US $ 57 surcharge
1965-1968 OHV R6 230/3769
Single carburetor Zenith O-12469 		141 bhp (105 kW)
at 4400 rpm 		Chevrolet
230 		Basic motor for A-11, A-11E, A-111W, A-12, A-12E, A-12W
1969 OHV R6 258.5 / 4236 88 bhp (66 kW) Perkins
258 Diesel 		Option for A-11, A-12
1969-1970 OHV R6 250/4095 Double carburetor 155 bhp (116 kW)
at 4200 rpm 		Chevrolet
250 		Base engine (except Aerobus)
1971-1972 145 bhp (108 kW)
at 4200 rpm 		110 nhp
1973-1975 100 bhp (75 kW)
at 3600 rpm 		low compression and EGR
1976 Single carburetor 105 bhp (78 kW)
at 3800 rpm 		Compression 8.2: 1
1977-1979 110 bhp (82 kW)
at 3800 rpm 		Compression 8.3: 1
1980 OHV V6 229/3751 Double carburetor
Rochester 		115 bhp (86 kW)
at 4000 rpm 		Chevrolet
LC3 / LG4
1981-1982 110 bhp (82 kW)
at 4200 rpm
V8 engines
1963-1965 OHV V8 326/5342 ? ? Chrysler A-11W 6C, A-11W 8C
A-12W 6C, A-12W 8C
incomplete information
1965-1967 OHV V8 283/4638 Double carburetor 195 (145 kW)
at 4800 rpm 		Chevrolet
1966-1968 OHV V8 327/5354 Quadruple carburetor 250 bhp (186 kW)
at 4400 rpm 		Chevrolet
Small Block 327 		Compression 10.5: 1
1969 235 bhp (175 kW)
at 4800 rpm 		Compression 9.0: 1
1968 OHV V8 307/5025 Double carburetor 200 bhp (149 kW)
at 4600 rpm 		Chevrolet
Small Block 307
1969 OHV V8 350/5733 Quadruple carburetor 300 bhp (224 kW)
at 4800 rpm 		Chevrolet
Small Block 350 		Compression 10.25: 1
1970 250 bhp (186 kW)
at 4500 rpm 		Compression 9.0: 1
1971-1972 245 bhp (183 kW)
at 4800 rpm 		Compression 9.0: 1, 165 hp SAE net
1973-1976 Double carburetor 145 bhp (108 kW)
at 3800 rpm 		Compression 8.5: 1, EGR
catalytic converter from 1975
1977 Quadruple carburetor 170 bhp (127 kW)
at 3800 rpm 		Compression 8.5: 1
1978-1979 160 bhp (119 kW)
at 3800 rpm 		Compression 8.2: 1
1977-1979 OHV V8 305/5001 Double carburetor 145 bhp (108 kW)
at 3800 rpm 		Chevrolet
LG4 		Compression 8.5: 1; 8.4: 1 after 1978
1980 155 bhp (116 kW)
at 4000 rpm 		Compression 8.6: 1
1981 150 bhp (112 kW)
at 3800 rpm 		Compression ratio 8.6: 1
1980 OHV V8 267/4389 Double carburetor
Rochester 		120 bhp (89.5 kW)
at 3600 rpm 		Chevrolet
L39
1981-1982 115 bhp (86 kW)
at 4000 rpm 		Carburettor with ECS (electronic carburetor adjustment)
1980 OHV V8 350.1 / 5737 Pre-chamber injection 125 bhp (93 kW)
at 3600 rpm 		Oldsmobile
LF9
1981-1982 105 bhp (78 kW)
at 3200 rpm 		Improved version LF9-DX
  • : SAE, other SAE net (nhp)
    		•

    Chassis and suspension

    The chassis of the A-11 and A-12 is largely based on that of the A-8, which was introduced in 1956 . At that time, an independent front suspension was introduced, consisting largely of Ford components. The steering, brakes and wheels of the A-8 came from Studebaker .

    The chassis itself is a box frame with crossbars and crossbars. The data from 1973 are shown below: Front independent suspension with triangular wishbones of unequal length , coil springs and curve stabilizer, rear rigid axle , semi-elliptical leaf springs and hydraulic shock absorbers . Dual-circuit brake system , self-adjusting brakes with servo assistance; front wheels , rear drums ; Recirculating ball steering , optionally with servo aid and variable reduction. The wheels were G78-15 on 6 inch wide rims. The petrol tank holds 81 liters.

    body

    The bodies were also an evolution of the A-8. Not even the double headlights, with which the series is usually associated, appeared for the first time in the A-11 / A-12. They had already been available in some versions of the Superba from 1958.

    The bodies of the A-11 and A-12 series are the same, the only difference lies in the materials used in the interior, the different basic equipment and the special taxi equipment of the A-11. This could also be built into an A12, so that there can actually be marathon taxis. The superstructures are also geared towards the needs of a taxi. Checker often advertised that these vehicles were easily accessible and had an enormous amount of space. An important reason for the sparse changes in technology and design was that this made it much easier to store spare parts at the taxi owners.

    When the A-12 Marathon was launched in 1962, it was given a new radiator grille without internal position lights / indicators, as were known from the A-9 and A-10 and retained on the A-11 and A-12 Superba. Both versions concealed air inlets for the passenger compartment attached to the outside. The relocation of the turn signals under the headlights during the marathon did not increase the air intake, because the standing plate behind it to accommodate the radiator was the same.

    An electric drive for folding down the rear bench seat was already offered with the Superba Wagon. This unusual accessory remained available in the A-10 and A-12 Marathon Wagon until 1963; from 1962 onwards this option required an additional 80 Ah battery to be ordered. Also available were an electric seat adjustment at the front (of course also for the sedan) and an electric window lifter for the rear window, which sunk it into the tailgate that opened downwards in the typical US manner.

    See also

    Remarks

    1. ↑ This has not been included in the following compilation because only one chassis number is known. According to this source, 330 of these vehicles are said to have been built. It is unclear whether these were just standard models or whether the heavier wagon and extended versions were also available. The sales brochure only mentions V8 engines for the Aerobus

    literature

    • Ben Merkel, John Fay: Checker the All-American Taxi. Earlswood Press, 2015; ISBN 0-9574754-7-0 .
    • The Checker Cab: In Memoriam, Quintessences: the Quality of Having It (New York: Black Dog and Leventhal Publishers, 1983), 94.
    • John A. Gunnell (Ed.): Standard Catalog of American Cars 1946-1975. Krause Publications, Iola WI, 4th revised edition, 2002; ISBN 0-87349-461-X .
    • Richard M. Langworth (Ed.): Encyclopedia of American Cars from 1930. Consumer Guide, Publications International, 1993;
    • Red. AR: Automobil Revue catalog 1982. Hallwag Verlag AG, Bern; ISBN 3-444-06062-9 .
    • Red. AR: Automobil Revue catalog 1976. Hallwag Verlag AG, Bern; ISBN 3-444-60023-2 .
    • Red. AR: Automobil Revue catalog 1975. Hallwag Verlag AG, Bern; ISBN 3-444-60020-8 .
    • Red. AR: Automobil Revue catalog 1974. Hallwag Verlag AG, Bern; No. ISB 3 444 660 15 1.
    • Red. AR: Automobil Revue catalog 1973. Hallwag Verlag AG, Bern; no ISBN.
    • Roger Gloor: Post War Car. Passenger cars 1945 - 1960. Hallwag-Verlag Bern and Stuttgart, ed. Automobil Revue , 2nd edition, 1982; ISBN 3-444-10263-1 .
    • Roger Gloor: Passenger Cars of the 1960s ; Hallwag-Verlag Ostfildern, 3rd edition, 1998; ISBN 3-444-10307-7 .
    • Terry Ehrich (Ed.): The Hemmings Book of Postwar American Independents (2002); Hemmings Motor News, Bennington VT; ISBN 1-59115-001-9 . (with driving report Checker Marathon)
    • Louis Weber and Richard M. Langworth (ed.) Cars of the '60 s ; Consumer Guide, special issue of Classic Car Quarterly (Fall 1979; Vol. 250); without ISBN
    • Nick Georgano, Nicky Wright (Photos): The American Automobile: A Centenary, 1893-1993 , reprint (Sept. 1993), Smithmark Publishers, New York; ISBN 3-613-01549-8 .
    • Tad Burness: American Car Spotter's Guide, 1920-39. ; MBI Motorbooks International, Osceola WI, 1975; ISBN 0-87938-026-8 .
    • Tad Burness: American Car Spotter's Guide, 1940-65. ; Motorbooks International, ISBN 0-87938-057-8 .
    • Tad Burness: American Car Spotter's Guide, 1966-80. ; Motorbooks International, ISBN 0-87938-102-7 .
    • Tad Burness: American Car Spotter's Guide, 1981-90. ; Motorbooks International, ISBN 0-87938-428-X .
    • Jerry Heasley: The Production Figure Book For US Cars. Motorbooks International, 1977; ISBN 0-87938-042-X .

    Web links

    Commons : Checker Marathon  - collection of pictures, videos and audio files

    Individual evidence

    1. ↑ a b c Merkel, Fay: Checker the All-American Taxi. 2015; Pp. 40-44. (A-8)
    2. ↑ Naul, G. Marshall: Ron Kowalke (ed.): Standard Catalog of Independents: The Struggle to Survive Among Giants . Krause Publications, Inc., Iola, WI 1999, ISBN 0-87341-569-8 , pp. 32-33.
    3. ↑ Naul, G. Marshall: Ron Kowalke (ed.): Standard Catalog of Independents: The Struggle to Survive Among Giants . Krause Publications, Inc., Iola, WI 1999, ISBN 0-87341-569-8 , p. 34.
    4. ↑ Merkel, Fay: Checker the All-American Taxi. 2015; Pp. 102-108. (Rabitt, Galva II)
    5. ↑ a b c d coachbuilt.com: Checker.
    6. ^ Langworth: Encyclopedia of American Cars from 1930 , 1993; Pp. 157-161. (Checker)
    7. ^ A b Classic Car Database: 1962 Checker Marathon.
    8. ↑ a b c Merkel, Fay: Checker the All-American Taxi. 2015; Pp. 53-57. (A-9, A-10, A-11, A-12)
    9. ↑ a b c d e f g h i j k l m n o p q r Merkel, Fay: Checker the All-American Taxi. 2015; Pp. 62–63 (Aerobus)
    10. ^ A b c d Gunnell: Standard Catalog of American Cars 1946-1975. 2002, pp. 145-146 (1962-1963).
    11. ↑ Merkel, Fay: Checker the All-American Taxi. 2015; Pp. 58-61 (1963-1964)
    12. ↑ a b c d e f g h i checkerworld.org: Model A11 / A12
    13. ↑ barnfinds.com: Perkins Powered: 1969 Checker Marathon.
    14. ↑ a b c d classiccarsmark.com: 1969 Checker Marathon W / Perkins Diesel.
    15. ↑ Gloor: Passenger Car of the 1960s. 1998, p. 96 (Marathon Diesel)
    16. ↑ a b Merkel, Fay: Checker the All-American Taxi. 2015; Pp. 48-52. (A-9, A-10, Superba)
    17. ↑ The Old Car Manual Project: Checker Marathon Brochure 1969.
    18. ^ A b c The Old Car Manual Project: Checker Marathon Brochure 1971.
    19. ↑ Merkel, Fay: Checker the All-American Taxi. 2015; P. 65 (1974 A-12W)
    20. ↑ a b Merkel, Fay: Checker the All-American Taxi. 2015; Pp. 68-69 (Aerobus, 1979/80 A-12)
    21. ↑ Merkel, Fay: Checker the All-American Taxi. 2015; P. 150. (Checker 1983)
    22. ↑ imcdb.com: Checker Marathon as a film prop .
    23. ↑ imdb.com: Taxi Driver.
    24. ↑ imdb.com: Taxi Driver. Production design with Robert De Niro and Taxi.
    25. ↑ imdb.com: Gorky Park.
    26. ↑ imcdb.com: Checker Marathon as a prop in "Cobra, Take Over".
    27. ↑ coachbuilt.com: Terminology.
    28. ↑ a b coachbuilt.com: Stageway Coaches and Armbruster / Stageway Inc.
    29. ↑ Merkel, Fay: Checker the All-American Taxi. 2015; Pp. 35-39. (A-6, A-7)
    30. ^ A b Daniel Strohl: The Italian Checker -Ghia Centurion. Hemmings Classic Car, February 2008.
    31. ^ A b c Gunnell: Standard Catalog of American Cars 1946-1975. 2002, p. 144 (1962).
    32. ↑ Red. AR: Automobil Revue catalog 1980. P. 210
    33. ↑ Red. AR: Automobil Revue Catalog 1973. pp. 209–210