The Spirit Is Still Alive: American Motors Corporation 1954-1987
Mr. Quella has supplied many photographs from the AMC Public Relations department. Frank Swygert, publisher of American Independent Magazine, which caters to AMC brands, provided a number of clarifications - as did Mike Sealey, Yellow Cab 9033, San Francisco, and a regular Allpar contributor.
Introduction
Through its 34-year existence as the last independent American auto manufacturer, AMC created some of the most memorable, inspirational, and exciting cars and Jeeps the world has ever seen. You can read through from the start, or scroll down to any particular year you might be interested in. Please enjoy this chronological history of the Kenosha, WI auto builder.
1954: AMC from Hudson and Nash-Kelvinator
American Motors was formed from the merger of Hudson Motors and Nash-Kelvinator. The deal was the largest corporate merger up to that point - worth $197,793,366.
The Hudson and Nash car lines remained unchanged. The Jet, Hudson's slow-selling entry into the compact market, was dropped. The little Nash-Healey sports car was also discontinued after leaving its mark on European sports car racing.
The next year, the Hudson Wasp and Hornet were moved to the more contemporary Nash platforms. The Nash Rambler and Metropolitan were badged as Hudsons and sold under both marques.
Hudsons retained their in-line six cylinder L-head (flat head) engines; standard models had single carburetors, while optional "Twin-H Power" brought a special higher compression head with dual carburetors.
Nash Ambassador and Hudson Hornet models received the Packard 320 V-8 producing 208 hp with Packard "Ultramatic" automatic transmissions. [Why? Get the story here!]
1956: Rambler
The controversial Pinin-Farina styled Nash "bathtub" body was updated with open front wheelwells. An all-new body with plenty of chrome, wraparound windshield, reverse-slant C-pillar, two-tone paint, and increased wheelbase was introduced. It was named simply "Rambler." An all-new 250 cid V-8 replaced the previous years V-8s purchased from Packard. [Why? Get the story here!]
Bill Watson added: Rambler still sold as Hudson or Nash - the emblem on the hood was either a Nash or a Hudson. The AMC 250-cid V8 appeared in the Ambassador Special and Hornet Special. The 121" wheelbase Ambassador V8 and Hornet V8 continued with the Packard V8 for 1956.
Note: Rambler Canada: The Little Company that Could, 114 pages, is available from James Mays, Box 47547, 1550 Maisonneuve West, Montreal, QC CANADA H3G 2V7. Send US $25 or CDN $37.50 via cheque or money order made out to James Mays.
Frank Swygert added:
The Ambassador and Hornet received the bigger Packard 352 V-8, with 220 horsepower. Packards contained engines of the same size but rated at higher power. Due to a parts sharing dispute between Packard and AMC, AMC introduced its own 250 cid, four-barrel-fed, 190 hp V-8 in April. It was only used in the 1956 Ambassador and Hornet Special models. The Specials were built on the 114"-wheelbase Statesman and Wasp bodies with Ambassador and Hornet trim, with the 250 V-8; the lighter Specials performed as well as the larger (wheelbase and engine) Packard V-8 cars.
1957: Nash and Hudson become Rambler; Rebel
Frank Swygert noted that the 327 was a larger version of the 250 and 287; they used the same block, crank, and rods as the 250 (the crank and rods were forged and expensive to change). The 250 was used in the Rambler V-8. Bob Goyette added: “The 250 was a 3.5 inch bore, the 287 was 3.75 inches, and the 327 was 4.0 inches.”
The last year for both Nash and Hudson marques. The Rebel was introduced as the first American factory hot-rod. It came in silver, with silver and black upholstery, a new 255 hp 4 bbl 327 cid V-8, four speed or auto, and dual exhaust. It ran the quarter in 17.0 seconds, and can be considered the first four-door factory hot rod; as Mike Sealey pointed out, it was advertised as the fastest four door car in America from 0-60 mph. Only 1500 silver Rebels were built; in addition to the silver paint, these Rebles had anodized gold trim, making them quite memorable.
As with the standard Rambler, the Rebel rode a 108-inch wheelbase; the luxurious Nash Ambassador was the largest at 121 inches.
1958: Rebel, Ambassador, and Classic
All lines were now badged as Ramblers. The original 100-inch wheelbase Nash Rambler was brought back with modern styling and 195.6 cid six, and named the Rambler American (100" wheelbase). The Rebel V8 (108"), Rambler 6 (108"), and Ambassador (117") were restyled as well with quad headlights, toothy chrome grilles, and pointy tailfins.
Frank Swygert wrote: The Rambler V-8 was renamed Rebel and received its own series number (20). It was produced through 1960. The only V-8 Ramblers from 1961-mid 1963 were Ambassadors. The 1958 American was a reintroduction of the 1955 Nash Rambler, the only time an old model has been successfully reintroduced. It was equipped with a reintroduced L-head 195.6 of 90 hp. The L-head had been discontinued with the 55 Nash Rambler, being converted to OHV for 1956. The L-head shared the same lower block, crank, rods, and timing components (except grind of cam) as the 195.6 OHV. One couldn't bolt an OHV head on an L-head block -- the right side of the block was changed in the conversion. The 125 hp OHV was optional in the American.
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James K. Sims wrote: We owned a 1958 Rambler Ambassador Country Club. I understand that there were only about 1200 made. It was a four-dor hardtop with all power accessories, spare tire on the contenental kit. It was pink and white with a black and white interior, and a pushbutton auto transmission on the left side of the steering wheel. It had 900-15 tires and would spin them on command. I remember my step-father coming home from Orlando one day and commenting he had to floor it to pass a car in a tight spot and it really went--I did not tell him until many years later that I had pumped it up to almost 120 mph (it had no problem jumping up there). It continually had power window failures, and I learned much about fixing them while we owned it. Other than the window problems, I remember it being a very dependable vehicle.
1959 brought cosmetic changes only (the Metropolitan continued without any styling changes).
1960: Next Generation Rambler
The next generation of Rambler arrives. Cleaner styling and increased interior room were the main features. The Rebel line was deleted after 1960, but was still available for one final year with the V8. American and Classic were available only with the 195.6 cid six, with single-barrel carb or optional two-barrel "Power Pak." Ambassador was powered by the 327 cid V-8. Metropolitan importing stops, but their stock lasts through the '62 model year, making the late-model Mets very collectible today. (Gerald Henry disagreed: "[the] last Metropolitan for the North American market was E-95981 and it was built on April 19, 1961.")
1961
Though mechanically unchanged, the curvy American was completely restyled to become the "breadbox" American, with linear shape and attractive grille. Ambassador receives a memorable, "European" looking front end.
1962
The slanted petite tailfins on Classic and Ambassador were eliminated for a rounded back end, much like MoPars of the same period.
1963
The entire Rambler line was named Motor Trend Car of the Year for their unitized construction, (a Nash tradition) modern engines and remarkable value. Classic and Ambassador were completely redesigned with chic, clean styling and the unforgettable "Pac Man" grille. The V-8 was available again in the Classic, and a new 287 cid version was introduced.
A 287 V-8 was introduced for the Classic line due to dealer demands for a V-8 option late in the 63 model year. It was used only in the Classic, with the 327 still reserved for use in the Ambassador only.
1964
| The Rambler American got its first redesign, with neat, trim lines, tunneled headlights, and a plain horizontal bar grille, making it an attractive alternative. The Ambassador and Classic were sold in two-door hardtop form, the first AMC full-sized two-door hardtops since the 1957 Nash Ambassador Country Club and Hudson Hornet Hollywood. A special edition of the Classic two-door hardtop, in Solar Yellow with a black roof, was the first AMC to be powered by the "Typhoon" 232 cid six. This block spawned the "Great 258" 4.2l and the Jeep "Power-Tech Six" 4.0l, which was used through 2004. |  |
1965
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 1965 Classic 770 |
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Ambassador was lengthened and given a v-shaped front end with stacked headlights. Classic was restyled as well. Midway through the model year, a new midsize sport fastback was introduced on the Classic chassis. Named Marlin, it was the luxury alternative to Mustang and Barracuda fastbacks. A 2-door coupe derivative of the Classic was introduced, named Rebel. It too had the four-barrel 327 V-8 four speed, and dual exhaust as optional equipment.
1966
A special edition of the Classic two door hardtop was created and named "Rebel". The 327 was available in this top of the line model. A standard Classic two door hardtop was also available.
American was restyled, now wearing the face that is most widely recognized. Minor cosmetic changes were given to the rest of the lineup. This was the last year that Ramblers utilized the "torque tube" drive system. Conventional driveshafts would be employed from '67 on. Marlin was no longer a Rambler, registered instead as just "Marlin."
Frank Swygert added: The 1966 American redesign was initiated to add about three inches in front of the radiator support so air conditioning could be used. The new 199 and 232 sixes were three to four inches longer than the old 195.6. There wasn't enough room between the grille and raditor in a 232 equipped 1965 American to add a condensor — if you ordered AC in a 1965 American the 195.6 engine was a must! The 199 replaced the 195.6 in 1966.
1967
The Classic was discontinued and replaced by the all-new Rebel. Rebel, Marlin and the new, larger Ambassador wore sleek "Coke bottle" styling that was all the fad at the time. An all-new design V-8 was also introduced in 200 hp 290 cid and 280 hp 343 cid versions. A sporty Rogue version of the American was added, available with 232 or 290 engines. The American Motors script was now the marque that the new Marlin and Ambassador wore. American and Rebel were the only Ramblers left. Ambassador and Rebel could be ordered in upscale DPL and sporty SST trim levels.
The Classic name was retired with the 1966 models. All series 10 (mid size) models were called Rebel through 1970, after which that name was retired in favor of Matador beginning in 1971. (Frank Swygert)
1968: Javelin, AMX
Arrived at last! The beautifully styled, legendary Javelin sports car rumbled onto showroom floors. It was originally available with the 232, 290, or 343. It entered SCCA Trans-Am competition and finished every race it entered, a record that none of the other factory teams were able to achieve. Craig Breedlove, legendary racer, piloted the 2-seat Javelin derivative AMX to 100 land speed records before it was even introduced for sale. When the AMX finally was available, it shook the sports car world to its knees. The AMX was available with leather seats, 140 mph speedo, A/C or "tic-tac" gauge package, hi-po "go pak," 4 bbl 290 or the new 315 hp 390 V-8. This was the last year any convertibles were available from American Motors. American was the only model that still wore the Rambler nameplate. All AMCs except American adopted their trademark flush-mounted paddle door handles. |
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1969
Ambassador grew again, now with a 122-inch wheelbase. It had graceful, swoopy lines and a distinctive "guppy mouth" grille. Most models were now available with any engine including 232, 290, 343, and 390. Javelin SST and AMX now came in optional eye-catching Big Bad colors: BBOrange, BBGreen, and BBBlue.
Hurst was now coordinating with AMC, helping to create the dragstrip terror SS/AMX and the ram-air 390-powered Hurst SC/Rambler. The American "Scrambler" or "Super Car/Rambler" wore two different red/white/blue paint schemes, had r/w/b headrests, a Sun tach strapped to the steering column, and the T10 4-speed with Hurst linkage, and rear torque links from the AMX. The hood and mailbox-type air scoop were painted "AIR , 390," with an arrow into the air duct. The only option was an AM radio. Only 1512 were built, most employed to massacre the competition on the strip. Two were equipped with 4WD and ran in the Baja 500. One took first place in its class. By 1970, Mark Donohue and the Sunoco Racing Team dumped their Camaros to race Javelins instead. AMXs, Javelins and Americans had the dealer "Group 19" heavy-duty performance option. The V-8s heads were refined to make it good for 340 hp and 430ft/lb torque. This was the last year that there would be any new Ramblers in North America; the name did not reappear in 1970, though it was used in Australia and South Africa until AMC pulled out of those markets in the 1970s.
1970: Gremlins
AMX and Javelin received a mild styling update, and added an optional "Power Blister" ram air hood that boosted the 390s horsepower to 345. A special "Mark Donohue Edition" Javelin had all the performance options plus a spoiler designed by Donohue himself. A special Rebel called "The Machine" was introduced. It had a fiberglass hood scoop with the tach built into the back, 390, dual exhaust, auto or stick, slotted wheels, and plush interior. Though there were various colors available, most Machines were white with reflective r/w/b stripes. The 343 V-8 was increased to 360ci, and the 290 became the 304.
The compact Hornet made its debut in 2 or 4-door sedan models.
On April 1, the first American subcompact, Gremlin was introduced. It had the 199ci base, with the 232ci optional. Ambassador and Rebel received updated styling with new quarter panels and taillights.
Now in solid financial shape, AMC bought Jeep from Kaiser Corp. Jeeps were already using AMC engines, and their lineup included Gladiator pickup, Wagoneer, Jeepster Commando, and CJ-5. A very-rare Hurst version of the Commando was available in white with red and blue T stripes and hood scoop, again with built-in tach.
AMC officially adopted the "A-mark" logo and discontinued the "AM" script. AMX/3 was a hot concept project utilizing a hand-made Italian fiberglass body and mid-mounted 390. Seven were built.
1971: Matador
With a new grille, Rebel became Matador, and the Machine package continued, without the scoop. The beefed-up 390 from '70 was bored to 401ci, and was rated at 330 hp. The 2-door Hornet had an optional SC/360 package with hood scoop, special upholstery and wheels, and a stripe that ran along the fender and door tops and around the rear window. The 2-seat AMX departed, and Javelin was redesigned with hump fenders, increased size, and an optional cowl induction hood. SST trim continued, and AMX was the top-of-the-line. New Javelin's interior had a "cockpit" feel, and had many upholstery options. Hornet had up to 360ci optional, and sporty "X" and "Rallye" packages that could be combined to make it one competitive compact. Also new was the Hornet "Sportabout" wagon with 57cu. ft. of cargo room. Javelin was the champion of SCCA Trans-Am racing.
Mike Sealey wrote: The last year for the Borg-Warner "Shift-Command" automatic, which was replaced by Chrysler's Torqueflite, aka "Torque-Command". Some very late production 1971 rental cars got the Torqueflite a little bit ahead of the general market. Possible that police departments and other fleet buyers got a similar jump.
B. Rabbit added: “You might want to add that the infamous Bricklin sports car (1971-1974) used many AMC parts, mainly undercarriage, and for the first year and a half of production, the AMC 360 with four barrel. Due to a availability problems, the 360 was replaced by the Ford 351 Windsor. The 360 cars are more desired by Brickophiles, because their performance is far superior.”
1972: Gladiator
Gremlin was also available in '71 with the "X" package, but this year got the 304 V-8 as an option. Jeep Gladiator pickups became the J-thousand series. CJ-5 now had the 304 optional as well. The trusted 199ci six base engine was phased out, and the 115 hp 4.2l 258ci six was phased in. All lines disposed of the old Borg Warner auto (which dated back to the 1950s) and took on the B-W T10 4-speed with the Chrysler 727 "Torque Command" 3-speed auto or, for six cylinder engines, the 904 TorqueFlite (some 304s may have received 998 transmissions). Javelin again killed the competition in Trans-Am. So much for Firebird and Mustang!
Mike Sealey wrote: AMC police packages start turning up with many police departments, the largest buyer initially being the Los Angeles County Sheriff's Office, followed by LAPD the following year. Usually the police used Matador 4 door sedans with 401 engines. I have also seen Matador wagons with the police package. Detectives with the Modesto, CA police department used unmarked Ambassador sedans with the police package, while uniformed officers continued using black-and-white 440 Dodge Polaras. [This may explain why so many period TV shows featured Matadors - they were filmed near Los Angeles, and the props people used what they saw.]
The Chrysler-built Torque-Command replaced the Borg-Warner Flash-o-Matic that was based on the Borg-Warner built Ford-o-Matic/Merc-o-Matic of 1951. Studebaker also used the Ford-o-Matic derivative from 1957 to 1966, and called it Flightomatic. The Studebaker automatic of 1950-1956 was shipped overseas to Great Britain, where it was used in Jaguars, Austins, etc..
1973
The Hornet Hatchback was named the "Styling Coupe of '73," by Car & Driver magazine. Hornet and Gremlin now had an optional Levi's interior package, with copper buttons, jean door pockets, and red tabs. Sportabout wagons got an optional plush red and green Adolfo Gucci interior, and Javelins got an optional Pierre Cardin interior package featuring silky black seats with white, purple and red stripes flowing across them, up the door panels and around the headliner. Another Javelin option was the "Trans-Am Victory" package to celebrate their back-to-back SCCA championships, after only five years of racing. Javelin also received new pod taillights, Hornet got a friendlier veed front end, and the Renegade package became very popular on CJs.
1974
It would be the last year for the Javelin, which still offered a 401. The 2-door Matador was replaced by the flamboyant Matador Coupe. It had an extremely long hood, deeply tunneled headlamps, bulbous curves, and four round taillights. It was a sight indeed. Ordered with the 401 X package, it could beat any new sport sedan. The styling was intended to help Donohue, Bobby Allison and the other AMC racers get more aerodynamic advantage on the track, which it did. It was the only all-new American midsize car, and had an optional interior styled by Oleg Cassinni. Matador and Ambassador 4-door and wagon got a controversial front end restyling that some called the "coffin nose" or "Jimmy Durante Snout." These were best known as late 1970s police cruisers, and were used in the "Police Academy" movies. The police 401 had heavy duty components and was brutally powerful. It was the Ambassador's last year.
Also new was the Jeep Cherokee. Made by carving the back doors out of the Wagoneer, Cherokee was perfect for that growing market niche.
1975: Pacer
The car that best defined the “AMC Philosophy of Difference” made its debut: the Pacer rode a 100-inch wheelbase but measured 80" across. It was designed by placing four people in seats and designing the car around them to best accommodate their comfort and safety. The body was refined in a wind tunnel to give it superior aerodynamics. The passenger door was 4" longer than the driver's to let back seat passengers in more easily. The dash was beautiful and ergonomically designed. Though originally designed to use the Wankel Rotary engine, General Motors did not supply the engines, and AMC had to substitute the 232, with the 258 optional. Sales almost doubled expectations the first year, even though the car was not designed for the engines it received.
The rest of the lineup got cosmetic changes, and the 401 V-8 was no longer available in passenger cars (it remained for select Jeeps). CJs and pickups got the Levi's package as an option, and the pickups were now called J-10 and J-20 - these were trim packages, not wheelbases. Midway through the year, the popular Cherokee Chief option package was introduced, collecting popular Cherokee options together. See our 1975-76 Jeep section.
1976
The elongated CJ-6 was dropped from the domestic market, replaced by the CJ7 - which was longer than the CJ-5 but shorter than the CJ-6. The CJ-7 would bring the CJ series to a larger market, practically doubling its sales, thanks to the use of a General Motors automatic transmission coupled to the Quadra-Trak four wheel drive system. Before the CJ-7, CJ owners had to know how to drive a stick. See our 1975-76 Jeep section.
The "Honcho" package was available on pickups, and gave them more sport appeal.
AMC's heavy division, AM General was busy filling orders for transit buses, M915 military trucks, and postal jeeps.
The Matador Coupe got a luxurious "Barcelona" package with crush velour seats.
AMC introduced the 1976 AMC Pacer fleet version; it was 77 inches wide, wider than the Vega, Maverick, Datsun B210, or Chevelle. AMC boasted of its value to fleets, from an oversized passenger door to make entry and exit from the back seat easier; the low beltline for visibility; the 30 cubic feet of cargo space (with the rear seat folded down); and the extra stability and interior space that came from the width. Gas mileage was estimated at 20 city, 31 highway, with the optional straight-six and manual transmission with overdrive. Fleet buyers got a 12 year, 12,000 month warranty covering all items other than tires, whether the parts were defective or wore out from normal use. By comparison, Chrysler Corporation fleet buyers had to change maintenance items like filters and wiper blades, but got unlimited mileage (except for police, taxi, and limousine service).
Chris wrote: "In 1979, the Spirit was not available with power windows, and the 5 speed was not used until 1982. Also, the kammback body style was available from the onset of the Spirit line."
Rick Shahovskoy wrote: “I had a 1976 Pacer 4-speed with the 258-6. I loved it except when it came to changing #1 spark plug behind the A/C compressor.
Aerodynamically, it was fantastic. I had a large GM car just about blown off the road as I came up I-91 one evening as it followed me. I felt absolutely nothing except the nearly wild whipping of the radio antenna.
“As for the statement about the motor choices, however, wasn't the first pick from Curtiss-Wright who held the patents but they couldn't get the manufacturing going? And then GM fiddled and diddled with the V6 - which was an obvious choice and would have been a PERFECT FIT - but that fell through resulting in the unbreakable AMC units finally going in?”
1977
Cherokee, J-10, and CJs had the "Golden Eagle" trim package. Wagoneer got the luxurious "Limited" package, which made it the leather-clad Cadillac (or Imperial) of SUVs Pacer sales were slumping, but were boosted somewhat by a new wagon model that increased cargo room and reduced the "raindrop in overalls" look. Gremlins wore a new, classy looking slanted front end, and for the first time had a 4-cylinder option from VW. The Hornet Hatchback was dolled up as the new AMX, with 258 or 304, stainless "targa" roof band, wheel flares, and color-keyed rear window louvres.
Mike Sealey wrote: The final year for 401 powered Jeep Wagoneers (I have one).
1978: Concord
With major refinements to suspension, trim, body and interior, the Hornet was transformed into the Concord. Though well-appointed in base trim, the Concord could be ordered with all the goodies, and had an optional "Silver Anniversary Package" to commemorate 25 years of AMC. The 2-door sedan was brought back and led the assortment of Concord body styles. AMX hatchback became a Concord also, and had new stripes. To boost Gremlin sales, the rear was restyled with a larger window, and a fancied up GT package was offered with rallye wheels, graphics, and fender flares. Though given a new "Barcelona II" package, Matador coupe, sedan, and wagon were gone before the end of the model year. The 232 engine was dropped from production. Pacer got a taller grille, 304 V-8 option, and luxurious "Limited" package.
1979: Spirit
With a new grille, quad square headlights and a clever restyling of the back end, the Gremlin became the new Spirit liftback. It could be ordered as a $3999 economy car. Spirit also had a "Limited" package that included power windows and locks and leather buckets, and an AMX package with fender flares, graphics, front and rear spoilers, turbocast wheels, suspension package, full gauges, 5-speed, sport wheel, and a 258 or 304. With the V-8, it was a class Mustang GT killer. Along with a wraparound taillight treatment, Concord and Eagle would receive the new front end as well by 1980. The GM "Iron Duke" 2.5 replaced the VW 2.0 four and was used in economy model CJs as well as Spirit and Concord. The Spirit no longer was available with the V8.
Plans were moving ahead at AM General for a new, larger all-purpose military vehicle. The AMC engineers worked in the Jeep tradition to create a vehicle that could not be stopped. The name of it was as yet undetermined...
1980: AMC Eagle, Renault Fuego and LeCar
Though Subaru claims to have the "first sport utility wagon," the AMC Eagle pre-dated it by 17 years. It employed the revolutionary NP119 transfer case that transferred power to the wheels with the most traction via a 42-disc viscous coupling transfer case. It wore the same body as Concord, with different exterior trim. Pacer was dropped part way through the model year. To aid the unhealthy financial situation, Renault purchased 25% of AMC and began selling their 18i sedan, Fuego sports car, and LeCar mini at AMC dealers. Renault struck a similar deal with VAM autos of Mexico, which used many AMC products in creating its own. The V-8 option was deleted from all vehicles, leaving the 2.5 four and 4.2 six as the only engine choices.
1981: Kammback, Hummer, Sundancer
The Gremlin bodystyle was brought back to life with larger quarter windows and named Spirit Liftback. The two Spirit body styles were adapted to Eagle 4WD, and became the Eagle SX/4 hatchback and Eagle "Kammback." AMX was no longer available. A new Jeep, the CJ-8 Scrambler became the only convertible pickup on the market. The Hummer concept was in the testing stages. The Griffith Company made a limited number of Eagle and Concord "Sundancer" convertibles, with fixed targa band, removable T-tops, and droppable canvas rear top.
1982: Sale of AM General
Pretty much carryover from 1981. Eagles could now be switched from 4 to 2WD with "Select Drive," and all models came with about any option you could want. Due to lack of foresight, Renault was allowed to purchase 49% of AMC stock, and French executives began to infiltrate the AMC board. The GM 2.5 was replaced midway through the year by the new, more powerful AMC 2.5 (150 cid) four. The Eagle 2-door sedan and Kammback left production.
Frank Swygert wrote: AM General was sold to facilitate the purchase of a controlling interest of AMC by Renault, which was needed because Jeep sales suddenly fell with 1980’s oil crisis. The US government wouldn't allow a foreign government (Renault is partially owned by the French government) to have a controlling interest in a major defense supplier, so AM General was sold to the LTV Corporation, allowing Renault to purchase 46% of AMC.
Webmaster note: this would cause problems twenty years down the road when AM General licensed the "Hummer" grille to General Motors for a Suburban-based lookalike. The AM General grille is also the Jeep grille.
1983: Renault Alliance
Motor Trend again awarded an AMC product the Car of the Year award, though this time it was for the three-box design Renault Alliance. Alliance had a long list of standard equipment and got 37 mpg in city driving. It was designed using mostly AMC funds. This would be the last year for Concord, Spirit, and Eagle SX/4.
1984: SportWagons
The most popular sport utility of all time, the SportWagon Cherokee and Wagoneer replaced their larger predecessors. The new Jeep XJ actually had more passenger room than the old ones, which dated back to 1963, though they were lighter and shorter bumper-to-bumper. AMC fours and a carbureted GM 2.8 V-6 were the engine choices; they were hooked up to Selec-Trac or Command-Trac 4WD systems. Cherokee was offered in two or four doors, and both retained the same option packages as the previous versions. The old Wagoneer remained, sold as the Grand Wagoneer, with luxury items such as power windows and locks, leather, A/C, auto, V-8, tilt leather wheel, shag carpet, woodgrain, and more standard. The only true AMC car left was the Eagle, in four-door sedan and wagon bodystyles.
A pioneering deal was met with China to build the new Cherokee at a plant in Beijing, a partnership that would last for decades.
A little sister to the Alliance, Encore was born, though not generally available until 1985. It was basically the same, with the trunk replaced by an odd, French-looking hatch window. In 1985, a Renault turbo-diesel was available for Cherokee and Wagoneer.
1986: Comanche picks up, Wrangler replaces CJ-7
The Jeep Comanche pickup debuted. Comanche was a classy mini-truck, and could be ordered in any trim for any buyer; light and fast, the unit-body pickup had a high capacity for a compact truck, yet could outrun many cars. Stagnant production lines in the Kenosha plant were put to use building the Omni/Horizon.
1987: Alliance GTA and Hatchback; Medallions; Chrysler buys AMC
The big news was the Jeep Wrangler, which replaced the CJ series. It wore controversial square headlights, and shared almost none of the components of the CJ-7 that it replaced. It was far more stable (with a tighter suspension that made the ride stiff and almost punishing), and had a more car-like interior. It was powered by the AMC 2.5 four cylinder and 4.2l engines. The 2.5 would make it through to the 21st century, and the 4.2, in 4.0 liter form, made it all the way to 2006.
The Encore was rebadged as Alliance Hatchback, and a new hi-po version of the Alliance was offered, called GTA. It was very peppy and available in 2-door sedan and convertible bodystyles. The 258 was refined and equipped with fuel injection to become the Jeep "Power-Tech Six." It produced 173 hp and 220ft/lb torque. It replaced the slow [and arguably unreliable] GM 2.8 V-6 in Cherokee, Comanche and Wagoneer. Comanche Eliminator models with the new six could run 0-60 in 9.5 seconds. A new 5-speed manual and 4-speed auto accompanied the new SUV efficiency leader.
A new Renault, which was heavily based on the 18i and derivative Sportwagon, came across the border midyear. The first Medallions sold well and full of options because they were just what the market wanted at the time. About that time, Lee Iacoca was making an under-the-table deal with Renault to purchase their stake in AMC. At the beginning of August, the deal was finalized, and 2% more was purchased on the open market to give Chrysler controlling interest in AMC. The payments totaled $1.1 billion in all.
Frank Swygert wrote: “The High-Output (H.O.) 4.0 engine appeared in 1991 with a revised control system and head design. The intake ports on the head were raised 1/8" to give a straighter shot into the cylinders. Along with computer program revisions this added 13 hp to the engine, thus creating the 190 hp H.O. version that was used through 2002. The same basic engine design (with the exception of the head) was used since 1963. Many people have updated older 232 and 258 versions by bolting on the 1987 and later head and fuel injection system, as well as adding the 258 crank and rods to the larger bore 4.0L to create a 4.5L (standard 4.0 bore) high torque engine. Parts interchangeability is extremely good. In general, parts from a newer engine will bolt onto any of the older engines, with some exceptions.”
For more details, see our 1987-1989 Jeep page.
1988: Premier, end of AMC
Renault Premier was introduced in late '87. It too, fit a hungry market niche of larger, well-appointed FWD cars. They, and '88 Medallions were rebadged "Eagle," as Chrysler agreed to build the new Premiers in AMC's new high-tech Bramalea, Ont. plant for five years. AMC Eagle was trimmed to the wagon bodystyle only. Less than 2500 were built. Jeep J-series pickup production was halted; and the Kenosha, Wisconsin assembly plant, which had been manufacturing cars since the first Rambler in 1897, was torn down. The spirit of AMC lives on, though, as many AMC employees were absorbed by Chrysler. Former-AMC engineers, stylists, and other personnel are helping to create the incredible MoPar machines of today. Indeed, some would say that the AMC engineers and managers rescued Chrysler from an egocentric, bureaucratic culture.
Note: Nick McIntosh wrote that there is a rumor that the 1988 Eagle was packed with previously optional equipment to use up inventories. He provided evidence to the contrary.
Evan Boberg wrote: "At the time of the merger in 1987...Engineering departments were reorganized into an AMC fashion. Internally, it was said to be patterned after Honda. After the first few years, it looked as if AMC had taken over Chrysler...the merger with AMC brought Chrysler back to life...many of the AMC brain trust had been former Chrysler employees..." He also noted, in his book Common Sense Not Required, that the Jeep design for the Grand Cherokee dominated over a Dakota-based SUV that would later become the Durango; and that the Intrepid resembled the Eagle Premier more than any current Chrysler. Another former engineer said that the Neon design team was made up mainly of former AMC people, and replaced a Chrysler team and its K-based design. Again, this includes many former Chrysler employees!
For more details, see our 1987-1989 Jeep page.
AMC squad cars (from Curtis Redgap)
AMC did make a short forey into the police car market. One of the biggest customers was the Los Angles Police Department, several Southern California agencies, and the Los Angles Sheriff.
The first purchase for LAPD came in 1972. Most car companies were in the stranglehold of the EPA and V-8 power was down. AMC used a 401 cubic inch V-8 that blew MoPar and every thing else out of the water for that size sedan. It got to 60 in 7 seconds flat! Top speed, while not a blazing requirement for LAPD was about 125 miles an hour which the Matador could reach in about 43 seconds. This was faster than the 1970 Plymouth Satellites that were so well liked by the Officers. And it sure beat the pants off the 1971 Satellite models that were down on power, and with the new re-styled body, heavier than before.
AMC equipped the cars right, with all the goodies that Chrysler had. Since AMC had made arrangements in the late 1960's to purchase Chrysler Torqueflite for their automatic transmission, it was virtually assured of little trouble in that area.
The Matador was purchased by the LAPD again in 1973, and again in 1974. They were the biggest users. A change in the body style for 1974 added weight, and for some reason the reliability was not as good as the previous two years. The increased weight affected handling and performance. No Matadors were purchased after this, and the model faded after a couple more years.
AMC UK information (from David Hayward, UK):
As a matter of interest, AMCs were sold in the UK by Rambler Motors, then American Motors, though until the Javelins and AM Gremlins [which were also converted to RHD here] were badged as ‘Ramblers'. However, the Rambler name was dropped in the UK before AMI ceased assembly of their 1976 Matadors, which must lay claim to the last use of the Rambler name worldwide? Matadors were still being sold here in 1977, though North American-sourced. AMCs were imported from the USA, Canada, and also from their Belgian assembly plant in LHD form. Renault ran the Belgian plant, which exported throughout Continental Europe and of course in the end they owned AMC outright, before selling-up to Chryslers as before. All these companies were thus intertwined in the UK, just as in Australia.
AMC / Rambler Australia information (from Graeme Roberts)
Ramblers were assembled in New Zealand until the 1970s by Campbell Motor Industries in Thames (later Toyota New Zealand) in a versatile little CKD operation that regularly built Toyota, Datsun, Renault and Peugeot as well as Hino, Isuzu, Simca, and other models from time to time. We had Classics, Rebel 6s and V8s and the Matador up till about 1975. I suspect the kits came from or via Canada as there was a preferential duty rate for Commonwealth makers (GM's oddly-specced RHD Laurentian/Parisienne and Impala also came from Canada until 1968). The right-hand-drive Ramblers didn't get updated interiors as often as the left-hand-drive US versions (as was the case with the GM cars) but exteriors changed with the US updates.
AMC Canada information (from Bill Watson, Vancouver):
1955: Nash Rambler and Hudson Rambler
1955 : Nash Rambler and Hudson Rambler - 2 and 4 door sedans; Nash Canadian Statesman and Hudson Wasp - 4 door sedans - assembled in Canada, began in the Nash plant on East Danforth Avenue in Toronto (Nash bought the plant from Ford of Canada in 1946. The first Canadian-built Nash rolled off the line in April, 1950). Hudson closed its assembly line in Tilbury, Ontario. (Actually, it cancelled its contract with CHATCO Steel Products - it was their plant the cars were assembled in, from 1931 to 1941 and 1950 to 1954)
1956: American Motor Sales (Canada), Ltd.
1956 : The Hudson Wasp was imported. The Nash Rambler and Hudson Rambler 4 door sedans and wagons plus the Nash Canadian Statesman 4 door sedan assembled in Canada. American Motors Sales (Canada) Limited formed - taking over Nash Motors of Canada Limited and Hudson Motors of Canada Limited.
1957 through 1994
1957 : The Rambler 6 and Rambler Rebel V8 assembled in Canada. The Toronto plant closes in July, 1957, and all Ramblers imported through 1961.
1960 : December - New assembly plant in Brampton, Ontario opens.
1987 : American Motors Canada Inc, becomes part of Chrysler Canada Limited.
1994 : Brampton plant closes - sold to Wal-Mart for use as their Canadian warehouse.
After 1995 [added by webmaster]
1999: Daimler-Benz, AG purchases Chrysler at a bargain price.
2000: Plymouth follows AMC, Hudson, and Nash into the dustbin of great automotive names.
2003: The 2.5 liter four finally leaves.
2004: Last year for the last AMC engine - the 4.0 liter six - still used as the Grand Cherokee's base engine and the Wrangler's optional powerplant.
FIN
(Click here for an AMC bibliography)
(Click here for a full, detailed history of AMC V8 engines)
(Click here for our Gremlin page)
AMC contributions to Chrysler include not only Francois Castaing, but also the Director of Small Car Operations, who was responsible for the PT Cruiser. We understand most of the Neon engineers were also ex-AMC.
