If you hadn’t seen the title, and I told you I had found a rare 1966 Beijing Sedan (aka: “The East Glows”) or a GAZ-13 “Chaika” would you believe me? Maybe, if you were under a certain age and hadn’t lived in a big city with lots of taxi cabs, or were just gullible. OK, the Checker is iconic. But there’s something so distinctively un-Detroit about this Checker; well, lets just say that it’s all too obvious that Harley Earl, Virgil Exner or planned obsolescence had nothing to do with it. Which probably explains the name Marathon as well as why this 1967 is still being driven by its original owners.
It looks a crappy commie imitation of a real American car, drafted by a civil engineer while gazing at some car ads in old US magazines and assembled by political prisoners in a little brick factory to fulfill the specialized fleet needs of the party bosses. Paint it black, put a couple of red flags on the front fenders, and no one under thirty-five will be the wiser. Welcome to Checker-land, the car that snubbed its nose at Detroit, and perpetually made money doing so, right to its end.
Maybe my overactive imagination is running loose again, and I’m barking up the wrong tree, because the Checker sedan is of course known as the ultimateNYC taxi cab, where they were once virtually uncontested in their role, as well as in so many other cities. And plenty of regular taxi riders there still bemoan their passing. With their tall roof, totally flat floors, sofa seating and unlimited leg room, anyone who has ever ridden in one will forever curse the low and cramped sedans that took their place. But Checkers were sold to the public too.
Checker motors was founded in 1922 to build taxis and commercial limousines, and built its rep by their sheer ruggedness (In-depth Checker Automotive History here). Never taking their eye off that market made them tailor made for the job, and beloved by their owners and riders.
The American equivalent of the London Taxi, Checkers survived despite their somewhat higher cost because of their solid construction and communality of simple parts. Engines, transmissions and all drive train and mechanical parts were bought from suppliers, leaving Checker to build frame and body and to assemble the whole indestructible lump.
In 1955, an all new Checker was developed in the advanced styling studios (a corner of the factory partitioned off with drapes). The new A8 was designed to meet Manhattan’s new taxi regulations, and featured independent suspension on the front for the first time. Not that it made the Checker famous for its ride, however. The suspension engineering department lived in the janitor’s closet.
Interior space was always the highlight of the Checkers, and the Superba/Marathon’s tall roof, totally flat floor and two folding jump seats meant that up to five patrons could be accommodated in the rear compartment alone. Guess who got the jump seats? The pretty young lady. Beats sitting in the guys’ laps, anyway.
Here’s one of Checker’s many female chassis engineers, pointing out the finer details of Checker’s legendary X-reinforced frame, the source of its ruggedness and flat floor.
The Marathon was built in a little factory in Kalamazoo MI the old fashioned way, the process never really changing since the first Checkers rolled off the lines in the the twenties. In its best year ever, 1962, exactly 8,173 Checkers rolled off the lines there, most of course heading for the taxi fleets of NYC and elsewhere.
But they were available to private buyers too, at least since 1959.
The long-wheelbase Custom Limousine went after private limo market. This was before the NYC “black car” hired cars came in existence; they would have been perfect in that role.
And of course there were the famous Aerobuses, in both 9 and 12 passenger versions (CC here).
Until 1965 Checkers were powered by the same Continental 226 CID sixes that purred under the hoods of Kaiser-Fraziers, and the Willys of yore. When that twenties relic finally was deemed fully obsolete, Checker started buying engines from Chevrolet; the ubiquitous 230/250 sixes and the ever-changing palette of small block V8s.
In the very last few years, from 1980-1982, the SBC 229 CID V6 and even the Olds diesel V8 was available. As attractive as a diesel Checker cab sounds, that was the wrong choice. The Nissan six cylinder diesel that the IH Scout used would have been the killer app here. But by that time it was too late anyway, when total production those last years barely reached 2k units.
This 1967 Marathon wagon was bought new by its devoted owners, who are now in their eighties, and drive as a team: she navigates (“turn coming ahead!”), he does the actual control inputs.
And since this hardly lightweight wagon lacks power steering and has a three-speed manual on the column, the driver said it wasn’t exactly getting any easier to drive. He noticed my xBox, and took quite a bit of interest in it (“does it have power steering?”). I’ve always said the xBox was the ultimate cab, especially if it had a slightly bigger trunk. Now it just needs a new front clip with that Checker retro styling, and a longer-travel suspension.
But it would be hard for these owners to part with their beloved Marathon; it’s taken them all over the NA continent, with numerous trips to Mexico and Canada. I sure can’t imagining parting with such a long-term partner in travel.
And that dash board! Does it not live up to its name more perfectly than just about anything that’s ever not come out of a small factory in England? Alright, I know it’s just wood grain on a steel panel, but its sheer utter simplicity is just what one would ask for in the ultimate long-life vehicle. A handful of off-the-shelf SW gauges and that awesome radio blank plate! Yes, they don’t make them like they used to, but Checker sure gave it a try for as long as they could.
Our next door neighbors in Towson had a Marathon wagon exactly like this (how unnecessary was that!; they all look exactly like this). it was a pragmatic decision, despite god knows where the nearest Checker dealer might have been. Did they even have “dealers”? they only sold a few hundred civilian Marathons per year. Anyway, it made sense for him, because he had a severe obesity problem; he was the first four hundred pounder I had ever seen. The ease of getting in and out of the tall Checker was what sold him. He eventually replaced it with the biggest GM sedan he could buy, a 1972 Buick, but it was painful watching him getting himself in and out of that.
I had a friend who drove an elderly Checker taxi in Iowa City, and sometimes I was bored enough that he would let me ride along in the front seat, telling his fares that I was a “trainee”. And one day, when he was really hung over, we swapped positions on the front seat, and he became the “trainer”. It drove pretty much exactly as you would expect: ponderous. But the visibility was superb. More like piloting a pickup than a sedan, in more ways than. But then that’s what the Checker really was: A sedan-bodied truck.
Makes you wonder why Checker didn’t build any pickup versions.Maybe it would have been considered too denigrating.
After some twenty years, the Marathon’s s age was showing, and sales started a steady drop after 1970. What really creamed it was that the Big Three practically gave away big fleet cars during the two energy crisis years, and meanwhile Checkers were just getting more expensive. In its last year, 1982, a Marathon listed for a bit over $11k, while an Impala’s MSRP was $7900. Don’t ask what the taxi fleets were paying; probably closer to $5k. The Checker was checkmated.
In march of 1977, former GM President Ed Cole bought 50% of Checker for $6 million and began plans to build a completely new car for a new era. His concept was to build the new taxi, called Galva I, essentially a lengthened VW Rabbit. His untimely death some 90 days later death at the controls of his personal airplane was tragic. But work continued based on the VW protoype, although further testing found it to be unsatisfactory, with structural weaknesses.
There is no known image available of the Checker Rabbit; this one above is a similar concept built by the Wayne bus company. It too did not move past the prototype stage.
In 1981, four years later, Checker founder’s son David Markin revived a similar concept, this time based on GM’s new X Car Citation platform. Like the VW, it was initially a stretched Citation, as seen above. But once again, for various reasons that was not deemed a viable solution, undoubtedly because they would have been dependent on the Citation’s on-going production. As it is, the Citation’s lifespan was pretty short.
So a completely new body was conceived and styled, called the Galva II. The wooden body buck is seen above. To bring this idea into full development and production would have cost many millions, and Markin soon pulled the plug, at least in part due to the nasty recession of 1981, which would also be the beginning of the end for Checker’s Marathon.
But the end is not yet in sight for this particular Checker Marathon.
Checker historical pictures courtesy Drivermatic’s Flickr Photostream
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