The Eagle Premier, Dodge Monaco, and Medallion

Historical Overview (Eagle Premier / Dodge Monaco)

The once-independent American Motors Corporation (AMC), struggling to create a market identity after the demise of their Nash and Rambler labels, came up with small but very heavy cars with available 4WD (Eagle), forerunners of the late-80s bubble-style little cars (Pacer), and fast, furious experimental cars with high-performance engines (AMX). But it was all to no avail, and Renault ended up buying AMC, partly to sell their own cars in the American market. Their attempt failed, and Chrysler, under "buy and sell" Iaccoca, bought AMC. This move, though widely regarded as stupid at the time (probably by the same analysts who loved the Daimler-Chrysler merger), gave Chrysler one of its two biggest moneymakers: Jeep.

When Chrysler bought AMC, it agreed to sell a certain number of Renaults. (Iaccoca also reportedly promised not to end the AMC name, which he did shortly after the sale went through. Instead of AMC, he chose the name Eagle for the division, after the heavy, 4WD-capable, bulging-tired AMC which can still be found in snowy and hilly areas. The Eagle's sister, the AMC Concord, eventually found a namesake in a Chrysler LH car).

The Premier itself was not totally discontinued; its design was adapted into the LH. Click here for details.

Dan Minick wrote:

The Eagle Vision replaced the Premier, which was the main cornerstone of the Eagle brand. (whether it--Premier--was a worthy one or not can be debated). Eagle was supposed to try and capture import buyers.

In the late 80s, the Grand Wagoneer held the position of having its buyers hold the highest average income of ANY 'american' built vehicle. Somewhere in the neighborhood of $100k. Cherokee held a spot equal to Cadillac Deville buyers (median income around $50k). Chrysler saw that the people who bought these vehicles didn't have Chryslers or even Lincolns in the gargage next to the Jeep. Volvo, Mercedes, Audi, etc were the garage roommates of the Cherokees and Grand Wagoneers. Chrysler said, why can't we provide a car that those people would consider buying while they're at the Jeep dealer instead of losing those sales to Volvo, Audi, etc. If Jeep is attracting those 'type' of buyers, why can't we do the same with a car line?

That is what the Premier was supposed to do, and the Vision, and the 300M (which was originally going to be an Eagle).

The Summit (Colt/Mirage) was a stop-gap model intended to give Alliance/Encore owners somewhere to go for a few years. The Medallion (R21) they were stuck with for a couple of years due to legal issues with Renault.

The Premier was unsure of what its mission was. It seemed that Chrysler aimed the low line models against Taurus, and the ES and Limited ones against Acura and Volvo. I think confusion reigned because of it. Eagle ended up competing against corresponding Chrysler and Dodge models. Somewhere in the early-mid 90s the decision was made to eventually dual JeepEagle with Chrylser-Plymouth, leading to the long-term goal of phase-out of the Eagle brand and eventually Plymouth also. Chrysler-Jeep would become the "upper-crust" division.

Honestly, I felt worse about Eagle getting the axe more than Plymouth. Plymouth offered nothing that you couldn't get as a Dodge, except the Prowler, which I personally wouldn't want even if you gave it to me. Eagle could have been so much more...

The Eagle Premier and Dodge Monaco

The need to sell Renaults led to the AMC/Renault designed four-door, five- passenger FWD Eagle Premier. It was a pleasingly designed cross between a sleek European road car and a spacious American sedan. Built in Bramalea (Ontario), it was the roomiest car in its class and quite aerodynamic. Its 3 liter MPI V-6 (no relationship to the MMC 3.0) and four-speed automatic were reportedly quite nice to drive, with 150 hp @ 5,000 rpm and 171 lb-ft of torque at 3,600 rpm. (Compression ratio 9.3:1, 3.66 x 2.87 bore and stroke, 180 cid). - Gaston Chouinard noted that the engine was a PRV (Peugeot, Renault, Volvo joint venture).

Sales were slow, partly because Eagle dealers were selling odds and ends: leftover AMCs, the Renault/AMC hybrid, the odd Mitsubishi, and an LH (each depending on the year). Mainly, Eagle was a sideshow to Jeeps, the mainstay of former AMC dealers (not to mention new Jeep/Eagle dealers). Eventually, in October 1997, Chrysler announced it would end the Eagle name and franchise in 1998.

Eventually, due to slow sales of the Premier, Chrysler added a Dodge version, the Monaco. This also languished, however, despite the recognizable name.

The First Year (Courtesy of Bob Benoit)

The original model (1988) of the Premier was rushed into production so quickly after the sale of AMC to Chrysler that the vehicles had AMC build plates on the driver's door.

 The model year that I own (1989) has an emissions decal under the hood that states: "American Motors Corporation" and then in tiny letters almost imperceptable it says: "Built by Chrysler." That one must have been created by an AMC loyalist and escaped the Chrysler inspection.

All models had radiator hoses with the AMC logo.

The electrical system was substantially changed in 1991. Thus this system existed in only cars made between July 1991 through December of 1991 (a little more than one year).

The 1992 model was largely to use up left over parts for the poor selling 1991 model. The grille and tail lamps were carry overs from the 1991 Limited trim level. The cars were sold fully equipped in late 91 for $11,000 which was a bargain even in those days. Production ceased in December of 92 to convert the Bramalea Plant for LH production thus ending production for the last AMC designed automobile. The legacy of that automobile that carries through to today is the rear disc brake design that was put directly into the Viper and the North - South orientation of the engine carried over into the LH models and the new LH replacements (Concorde, Intrepid, LHS, and 300M).

The AMC Allure

The Allure was apparently to be a coupe version of the Premier. Larry Daum wrote: "There is a brief spy photo in a period Autoweek article. The Allure coupe was cancelled after the Chrysler takeover of AMC as Chrysler already had a coupe. The word was AMC was to use the coupe for a NASCAR comeback also."

Other Readers' Reports

Aaron Gold said that these cars are revised Renault 25s, whereas the Renault/Eagle Medallion is a Renault 21. Derek Dorroh noted that they (the Premier) were actually built by AMC. Christophe Masset clarified that the Renault/Eagle Medallion was built in the Renault plant of Maubeuge (France), and that is the reason why "imported for Eagle" is written at the back of the Eagle Medaillon instead of simply "Eagle."

Andre Beaulieu wrote (on Usenet): The Eagle Premier is a great car ! It handles like a Formula One, it is extremely comfortable and roomy!

Gaston Chouinard wrote: "car electronics were from Renault and Bendix Europe(Renix).This car features exclusives for that period: the rear suspension [design], radio self diagnostic."

Bob Benoit corrected us:

The Eagle Premier was not a Renault derived vehicle but designed by AMC/Renault. The body was a fresh design by Design Guliaro [Giorgo Giugiaro in specific] of Italy. The interior was AMC designed with the exception of the turn signal flipper which was Renault. The engine is a 3.0 liter Peugeot/Renault/ Volvo (PRV) design also found in Delorean. The North/South orientation of the engine is a strong preference of Francois Castaing (head of the Premier Design Team) who came to Chrysler with the AMC acquisition. He became Chief Engineer for Chrysler and greatly influenced the LH design thus the North South orientation of the LH engines. Did you know that Viper used the rear disc brake system right out of the Premier?

Originally AMC was to build three models on the Premier platform, a station wagon, a two door sport coupe called the Allure and a four door sedan. Unfortunately, only the four door was built when Chrysler acquired AMC. It is interesting to note that the Eagle Vision did not sell in higher volumes than did Premier. I am the proud owner of a 89 Premier Limited and it is by far the best of 11 cars that I have owned.

Bob Sheaves wrote:

The Premier was, for its size, the lightest car that Chrysler built at the time (shipping weight of 2999 lbs.), and the stiffest (torsionally), and the best riding (almost 8.7 inches of wheel travel vs. 4.5 for the K cars.

BTW- Renault fronted the money for the Premiere, but it was NEVER sold as anything other than an AMC car. And no, the Renault 21 was nothing like the Premiere.

...The R25 was used as the basis of the 2 door Premier, but not the 4 door. The 4 door was a US invention completely-Bob Batchelor of AMC was the chief suspension guy at the time and was responsible for the Premier 4 door design in the suspension and handling areas.

Finally, Francis Gerard Fay wrote:

The Eagle Premier was a Renault derived car based on the R25. I have owned an Eagle Premier since 1989 and also have driven a Renault 25. I have many photos of both cars. Mr. Benoit is correct in that the Eagle was re-styled by Guliaro and Dick Teague did the interior of the Premier for AMC but the basic car is Renault derived.

I have seen many Eagle Premiers with the Renault Diamond emblem on the stereo in early 1988 and 1989 cars. The car was originally to be marketed in the USA by AMC as a Renault. In October 1987. I saw my first Premier in Natick Massachusetts at the Chrysler Zone office and it sported a Renault diamond emblem on the grill.

The car was not rushed into production, the factory that was built to manufacture these cars was built over a period of years. The car was being developed in concert with the factory’s development. Chrysler’s acquisition of AMC came just prior to the car’s introduction, thus the change of badging and labels was rushed but not the car’s production.

Troubleshooting and Repairs

The transmission seems to be a sore spot.

 If the seat belt light comes on when the ignition is off, mchamber@mail.erols.com suggests removing the chime module (under the dash, against the fire-wall, near the parking brake) wiping the male contacts with a wire brush. Unfortunately, the locking tab is against the firewall and force must be used to pull the module from the female connector.

Andre Beaulieu wrote (on Usenet): When your car cranks and does not start, open the hood, look straight at the firewall: there's some sort of a black box, attached dead center, high on the firewall. All the injector wires run to it. Jiggle the box for about 3 seconds, close the hood, go back in your car, and your engine will start !!! Don't bother to reinforce, open and clean and grease that box, it does not change anything.

Gaston Chouinard listed some recalls: in 1988, the catalytic muffler and oxygen sensor; some models need front rotor replacement due to the possibility of separation from the hub wheel; the "prestone canister cap;" and the master cylinder. These recalls do not necessarily affect every vehicle made; check with NHTSA.

Chambers wrote: "Eagle Premier driveability may be significantly improved if throttle body is cleaned with from time to time with solvent such as GUNK Throttle Body Cleaner."

Larry wrote: "the Premier has the alternator  mounted in the lower part of the engine, front left, this was deemed to lead to the premature demise of the alternators. In order to deflect road splash from the alternator there is a protective plastic shield mounted  under the alternator in the 1991 models (can't say on earlier models) . If your car does not have such a shield, one should be installed, even if makeshift."

Specifications

Wheelbase	106	Weight	2,991 lb-3,068 lb
Track	58.6/57.1	EPA Cargo	17
Length	192.8	EPA Interior	122.1
Width	70	Towing	1,000 lb
Height	53.3	Construction	Unit-body
Front suspension	MacPherson struts, plastic ball joints, 1.02" stabilizer bar
Rear suspension	Trailing arms with .94" stabilizer bar.

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