Car Model Information

Car Model Information
Presented by Series Number

AMC used two digit numbers to internally designate each body type. These were called "Series Numbers". Other manufacturers commonly used letters to internally designate different bodies (such as the GM "F" body, Camaro and Firebird). The list is further broken into models that used similar bodies so they could easily be covered on a single page.

The list below includes the name that the cars were sold under. Basically, cars were sold under Nash and Hudson badges through 1957. Starting in 1958 "Rambler" was used as the company brand name. A phase-out of the Rambler name started in 1966 in favor of the corporate name (American Motors). For two years both the American Motors and Rambler name were used, ending with the "American Motors Rambler" in 1969. The Rambler name continued in most overseas markets, so there was a Rambler Hornet, etc., in Australia, South Africa, Mexico, and other countries -- just not in the U.S. or Canada. The company initials first saw use as the brand name in 1974, and was used until the Chrysler buy-out in 1988. Chrysler named their new division Eagle, after the only car still in production that was designed wholly by the company. The Eagle Division sold the Premier and several "captive imports". It was dropped and remaining product line merged into other divisions after 1992.

All Models/All Series

Series (Group) 1955 1956 1957 1958 1959
01 n/a n/a n/a Rambler American Rambler American
10 Nash Rambler Nash Rambler Nash Rambler 6 Rambler 6 Rambler 6
20 n/a n/a Nash Rambler 8 Rambler Rebel Rambler Rebel
30 n/a n/a Nash Rambler Rebel n/a n/a
40 Nash Statesman Nash Statesman n/a n/a n/a
50 n/a Nash Ambassador Special n/a n/a n/a
60 Nash Ambassador 6 Nash Ambassador 6 n/a n/a n/a
80 Nash Ambassador 8 Nash Ambassador 8 Nash Ambassador 8 Rambler Ambassador Rambler Ambassador
340 Hudson Wasp Hudson Wasp n/a n/a n/a
350 n/a Hudson Hornet Special n/a n/a n/a
360 Hudson Hornet 6 Hudson Hornet 6 n/a n/a n/a
380 Hudson Hornet 8 Hudson Hornet 8 Hudson Hornet 8 n/a n/a
540 Nash Metropolitan n/a n/a n/a n/a
560 Nash Metropolitan n/a n/a n/a n/a
 
Series (Group) 1960 1961 1962 1963 1964
01 Rambler American Rambler American Rambler American Rambler American Rambler American
10 Rambler 6 Rambler Classic 6 Rambler Classic Rambler Classic Rambler Classic
20 Rambler Rebel Rambler Classic 8 n/a n/a n/a
80 Rambler Ambassador Rambler Ambassador Rambler Ambassador Rambler Ambassador Rambler Ambassador
 
Series (Group) 1965 1966 1967 1968 1969
01 Rambler American Rambler American Rambler American Rambler American Rambler
10 Rambler Classic Rambler Classic Rambler Rebel Rebel Rebel
30 n/a n/a n/a AMX AMX
50 Rambler Marlin Marlin Marlin n/a n/a
70 n/a n/a n/a Javelin Javelin
80 Rambler Ambassador Ambassador Ambassador Ambassador Ambassador
 
Series (Group) 1970 1971 1972 1973 1974
01 Hornet Hornet Hornet Hornet Hornet
10 Rebel Matador Matador Matador Matador
30 AMX n/a n/a n/a n/a
40 Gremlin Gremlin Gremlin Gremlin Gremlin
70 Javelin Javelin Javelin Javelin Javelin
80 Ambassador Ambassador Ambassador Ambassador Ambassador
 
Series (Group) 1975 1976 1977 1978 1979
01 Hornet Hornet Hornet AMX & Concord Concord
10 Matador (coupe) Matador (coupe) Matador (coupe) Matador (coupe) n/a
40 Gremlin Gremlin Gremlin Gremlin AMX & Spirit
60 Pacer Pacer Pacer Pacer Pacer
80 Matador (Sedan & Wagon) Matador (Sedan & Wagon) Matador (Sedan & Wagon) Matador (Sedan & Wagon) n/a
 
Series (Group) 1980 1981 1982 1983 1984
01 Concord Concord Concord Concord n/a
30 Eagle Eagle (sedan & wagon) Eagle (sedan & wagon) Eagle (sedan & wagon) Eagle
40 AMX & Spirit Spirit Spirit Spirit n/a
50 n/a AMX Eagle (SX/4 & Kammback) AMX Eagle (SX/4 & Kammback) Eagle (SX/4) n/a
60 Pacer n/a n/a n/a n/a
90 n/a n/a n/a AMC/Renault Alliance Renault Alliance/Encore
 
Series (Group) 1985 1986 1987 1988 1989
30 Eagle Eagle Eagle Eagle RIP
90 Renault Alliance/Encore Renault Alliance/Encore Renault Alliance/Encore n/a

1955 - 1957 Nash and Hudson


 

1955 - 57 Nash and Hudson

 

General Information

In 1951 the Nash Motor Company was on a high note. The 1949 - 1951 models had been very successful, and the compavt Rambler was begining to find its niche. Civilian car output was restricted by the government because of the Korean war, but in compensation the government awarded military procurement contracts to the car makers, including Nash. The "Golden Anniversary Airflytes" introduced to mark the company's 50th anniversary were much more attractive than their successful predecessors, and Nash management had every reason to expect even higher sales.

However, the company's finances went down very quickly. Once the government removed its restrictions, GM, Ford and Chrysler expanded production as far as they could. With their higher volumes, not only did they have lower costs per vehicle than the independents like Nash, they could afford to develop new technology, update their models more often, and spend advertising dollars like water. As Nash President George Mason had seen as early as 1946, the five independent producers were hit by a tidal wave of cars from their larger competitors during 1953 - 1954 and were forced into mergers. Because of the competition, the 1952 - 1954 Nash Airflytes sold poorly, and the company was sustained by Rambler sales.

But Nash had always been a seller of mid price cars, and watching Buicks, Mercurys and Oldsmobiles selling rapidly, believed that they could compete with the right product. Before the May 1954 merger with Hudson, a deft restyle of the Nash Statesman and Ambassador was ready for introduction as a 1955 model.

Undoubtedly, the Nash designers would have liked to start with a clean sheet of paper, but they had to re-use the 1952 - 1954 unit body. They moved the headlights to the grill, making possible a graceful line rising up and slightly forward from the front bumper, then back to the taillights. There was no chrome except for the strip below the doors. Of course the car got a vision distorting wraparound windshield, just like everyone else in 1955. Overall, although the car was higher and boxier than a new unit body would have been, it was perhaps the most attractive postwar Nash.

As before, the Statesman was on a 2.900 m wheelbase, the Ambassador on a a 3.081 m wheelbase. The Statesman was available only with a 3.2 liter 6, with 100 or 110 hp. The Ambassador was available with a 4.1 liter 6, 130 or 140 hp, and a 5.2 liter V8, an engine bought from Packard which was also used in the 1955 Packard Clipper.

These cars did not sell. AMC was the sponsor of the Walt Disney hour, a very popular program which began in the fall of 1954 in a prime time Sunday time slot. However, it was not enough, and in any event, as Rambler sales began to increase, most of their limited marketing funds were put into Rambler.

In 1956, AMC tried to turn the Nash into a Pontiac. There was more chrome, more two tone paint, a more complicated front end and taillights. The Statesman models were joined by an Ambassador Special on the 2.900 m wheelbase, which introduced the AMC developed V8. This engine, 4 liters and 140 hp, had a long lifetime ahead of it, but unfortunately not the car it came in. The short wheelbase models ended production in 1956.

 

The Ambassador for 1956 used the 1956 Packard Clipper V8, enlarged to 5.8 liters and 220 hp. For 1957, only the Ambassador models on the long wheelbase were available, and the only engine was the AMC V-8, 5.35 liters and 255 hp. Nash production ended in 1957.

What about Hudson? At the time of the merger, Hudson had no product in the pipeline for 1955, but AMC had contractual obligations to supply Hudson dealers with Hudson cars until the contracts could be renegotiated. So, the busy AMC design team came up with Hudson body panels for the 1955 Nash in a very short time. The Hudson did not go into production until January of 1955 at Kenosha, several months after the Nash.

The Hudson Wasp used the Nash Statesman unit body; the Hudson Hornet used the Nash Ambassador unit body. The only significant difference is that some Hudsons used Hudson engines. The Wasp used a 3.3 liter 6 for 1955 - 1956, 120 hp. The 1955 - 1956 Hornet used the big 5 liter 6 as the base engine, the engine that had driven the successful competition career of the Hudson make during the early 1950s. Unfortunately, those engines were the only link between the 1955 and earlier Hudsons. The low center of gravity and "better than it has to be" engineering that enabled the earlier Hudsons to run reliably under extreme conditions were gone.

For 1956 the Hornet Special was available on the short wheelbase with the AMC V8 as an option to the 3.3/6. After that year the short wheelbase models were dropped. Only the Hornet was available for 1957 with the 5.35 liter AMC V8. It is safe to assume that sometime during 1956, the decision to discontinue these cars and concentrate on the Rambler was made. It was the only sensible decision. AMC would be able to compete with a unique product, not one which competed directly with Detroit.

In Canada, Nash and Hudson merged to form AMC Canada. The Hudson plant was closed in 1954. Nash and Hudson Ramblers went into production for 1955, as did the Nash Statesman and the Hudson Wasp. However, only the Statesman was continued for 1956. The Wasp was phased out to expand Rambler production. For 1957, only the Rambler was produced.

top

Production Numbers

U.S. production figures

  1955 1956 1955 -1956
 Total		 1957 Total
Nash Statesman 14,369        
Nash Statesman, Ambassador Special   11,583 25,952    
Nash Ambassador 25,764 10,680   10,830 47,274
Nash Totals 40,133 22,263   10,830  
           
Hudson Wasp 7,191        
Hudson Wasp, Hornet Special   4,276 11,467    
Hudson Hornet 13,130 6,376   4,108 23,614
Hudson Totals 20,321 10,652   4,108  
           
           

Canadian production (estimated)

  1955 1956 Total
Nash Statesman 553 277 810
Hudson Wasp 363   363
       

top

Bibliography

  • Nash U.S. production figures are from copies of internal AMC memoranda provided by former AMC executive John Conde.
  • Hudson U.S. production figures are from:  Auto Editors of Consumer Guide. Encyclopedia of American cars, Publications International, 2006.
  • Canadian production figures are estimated from Wards and Wards Canadian automotive yearbooks  as well as from serial numbers published in Bill Watson's Guide to Canadian car ID numbers, Amos Press, 2006

Series 01 (American, Rambler, Hornet Concord)

The Series 01 cars have been the backbone of AMC since they were introduced in 1958. They came out as a price leader value car, but ended life as a compact luxury model. There were many changes between bare bones bargain and jet-set luxury, there were even forays into performance car territory on several notable occasions (1966 Rogue 343, 1969 SC/Rambler, 1971 SC/360, 1977-78 AMX).

Without the Series 01 cars, AMC would never have survived as long as it did. They were AMCs heart and soul throughout their production span.

Continue to explore Series 01 models by clicking on the model name and year range below.

1958-60 American


1958-1960 Rambler American
1959 American Super Two Door Sedan
1959 American Super Two Door Sedan

General Information

In an unprecedented move, AMC reintroduced the 1955 100" wheelbase Nash Rambler in 1958 as the "new" Rambler American. This is the only time in automotive history that an old model has been successfully reintroduced to the general public. The U.S. was in a recession in 1958, and the American proved to be the right car at the right time. Not only was the body design reintroduced (AMC simply dusted off the old stamping dies), but the old L-head (flat head) six cylinder engine as well! This was to be a price leading economy car, what better way to get one out quickly? The new car wasn't quite an exact knock-off of the 1955 model. While the major components were identical to the 50-55 Nash Rambler, there were subtle styling differences:
  • Rear wheel wells cut out (1950-54 models had permanently "skirted" wheel openings, fronts were enlarged in 1955)
  • New wire mesh grille design
  • Fake hood scoop removed
  • Rear window enlarged
  • Trunk lid smoothed and flattened
  • Five lug hubs and wheels (1950-55 models used four lugs)
All major mechanical and body components were the same as the earlier model with the exception of the engine. The L-head had received some improvements when it was converted to an OHV configuration for the 1956 Ramblers. The main upgrade was moving the water pump from the left side of the engine (driven from an extension shaft off the back of the generator) to the front of the engine behind the fan (the older model had a fan shaft carrier bolted to the front of the engine block). Cooling was actually more even with the center of the block mounted water pump, but the long hoses required were troublesome.

top

Body Styles And Trim Levels

There were three trim levels and three body styles available. The body styles and trim levels can be determined from the model number on the Unit Body Identification Plate. The body styles and trim levels are:
  • 2 door sedan in "Business", Deluxe, Super, and Custom trim (Custom in 59-60 only -- business sedan was stripped model with back seat, for fleet sales only)
  • 2 door station wagon in Deluxe, Super, and Custom trim (1959-60)
  • 4 door sedan in Deluxe, Super, and Custom trim (1959-60)
Unlike the 1954-55 four door models, the 1959-60 American retained the wheelbase of the two door models (100 inch vs. 1954-55 four door 108 inch).

top

Engines

The following engines were available:
  • 196 cid L-head inline six, 1bbl (90 hp)
  • 196 cid OHV inline six, 1bbl (125 hp - available in 1960 only; standard in Custom, optional in others)
There is a machined pad on the left (driver's) side of the engine near the front and just below the block/head division. This pad contains the 1958-59 Engine Serial Number or the 1960 Engine Day Build Code. 1956-59 Engine Beginning Serial Numbers A letter was assigned to each engine size with one barrel carburetor, a following "B" was used for two barrel models along with a different letter. The serial number listed was the first used that year. All possible serial numbers are included to help identify replacement engines. No OHV engines were used in 1958-59 Americans, but OHV engines from the Classic will fit as long as the short shaft American water pump is used. Likewise no 2 bbl OHV engines were used, but Classic versions can be retrofitted (entire engine or just manifold and carburetor).
  • 1956 195.6 OHV 1 bbl - S1001
  • 1957 195.6 OHV 1 bbl - D341001
  • 1957 195.6 OHV 2 bbl - CB2001
  • 1958 195.6 L-head 1 bbl - E101
  • 1958 195.6 OHV 1 bbl - B145001
  • 1958 195.6 OHV 2 bbl - CB9001
  • 1959 195.6 L-head 1 bbl - E33001
  • 1959 195.6 OHV 1 bbl - B227001
  • 1959 195.6 OHV 2 bbl - CB36001
Beginning in late 1959 the six character Engine Day Build Code was adopted. The first digit indicates the calendar year the engine was built. 1959 = 1, 60 = 2, 61 = 3, etc. Numbers repeated, but no zero was used (1967 =9, 1968 =1; due to a change in the numbering system, 1980 and later uses the last digit of the year (1980 = 0, 1981=1 etc. The next two numbers will be the month the engine was made in. A letter code will tell engine size and compression. A is 195.6 L-head w/1bbl, C is 195.6 cast iron OHV w/1bbl (there was an aluminum version of the 195.6 OHV, but it wasn't available in the American -- only 1 bbl versions used). It is possible that the engine has been replaced with a newer or older engine. 195.6 cid six cylinder engines made between 1956 and 1965 are direct bolt-in swaps and are externally identical, though water pump design varies slightly on the 56-57 OHV engines. Note: Engine dates are calendar dates and not model year dates. Since model year production actually starts in the previous calendar year, it is possible to have, for example, an engine coded 1958 in a 1959 vehicle and be correct but an engine coded 1960 would not be correct for the same car since no 1960's were manufactured in calendar year 1958.

top

Transmissions

The following Borg Warner transmissions were used in 1958-60 Rambler Americans. There is no way of knowing what transmission or type was originally installed in a vehicle made before 1966.
  • T-96 three speed manual, available with an optional Borg Warner overdrive unit
  • Borg Warner "Flash-O-Matic" three speed automatic (air cooled torque converter, cast iron case, vacuum modulator -- predecessor to model 35)
top

Production Numbers

Blank columns indicate that the body and trim style were not offered that year.
Body & Trim Style 1958 1959 1960
4 door sedan, Deluxe
-
-
22,593
4 door sedan, Super
-
-
21,108
4 door sedan, Custom
-
-
3,272
2 door sedan, Deluxe
15,765
29,954
23,960
2 door sedan, Super
14,691
28,449
 17,233
2 door sedan, Custom
-
-
 2,994
2 door station wagon, Deluxe
-
15,256
12,290
2 door station wagon, Super
-
17,383
 15,093
2 door station wagon, Custom
-
-
1,430
2 door panel delivery, steel
-
3
-
2 door panel delivery, glass
-
3
-
2 door business sedan
184
443
630
Total
30,640
91,491
120,603
Dates of model introductions:
1958 - October 22, 1957 1959 - October 8, 1958 1960 - October 14, 1959

top

Serial Numbers & Body Tag Decoder

Serial Numbers

Before January 1966, all cars had a manufacturers assigned serial number, not a VIN, which was mandated by the U.S. government for all cars built from 1966 (calendar year) on. The serial number is on a tag located on the top of the right side shock tower in the engine compartment. The serial number gives no information except year and model series. Technically, any changes can be made to the car that were available from the factory and it will be "correct". Serial numbers were assigned to the car when it was ordered from the factory. Numbers with a single letter are assigned to cars made in Kenosha, WI.
  • 1958 M1001
  • 1959 M32001
  • 1960 B100001
top

Unit Body identification Plate

The Unit Body Identification Plate for a 1958-60 Rambler American can be located on the right side of the firewall under the hood. It can be decoded as follows:

Body

This is the number assigned to the body as it was being produced. It is different than the serial number. Bodies were produced in batches, so the numbers aren't consecutive to each series.

Model

This identifies the body and trim styles. The first two digits are the year, the last two or three identify the series, body style, and trim level. Blanks indicate that the body and trim style was not available for the year in question.
Code w/Body Style and Trim 1958 1959 1960
02 = 2 door business sedan X X X
04 = 2 door station wagon, Deluxe
X X
04-1 = 2 door station wagon, Super
X X
04-2 = 2 door station wagon, Custom

X
05 = 4 door sedan, Deluxe

X
05-1 = 4 door sedan, Super

X
05-2 = 4 door sedan, Custom

X
06 = 2 door sedan, Deluxe X X X
06-1 = 2 door sedan, Super
X
X
X
06-2 = 2 door sedan, Custom

X
04-7 = 2 door glass panel delivery wagon
X
04-8 = 2 door steel panel delivery wagon
X

top

Trim

1958-59 trim codes use three digits. The first digit is the last number in the model year (1958 = 8) and the last two represent the seat covering material and color. In 1960 a four character code that may be prefixed by a "T" was adopted. The first character is the last digit of the model year. The second character represents the seat type 1960-63, the model (first digit of series) from 1964 on. The third is the upholstery color, and the fourth is the upholstery material for 60-63 and seat type for 1964 on. Letters after the numeric code indicate the corresponding seat types that were available. Special order interiors were available for large orders (usually fleet vehicles) and will have a code of "00". 1958-59 Upholstery Material and Color Codes(colors not currently available) Cloth
  • 00 - Deluxe and Business models only
  • 12-15 - Super and Custom
Vinyl
  • 01 - Deluxe and Business models only
  • 02-05 - Super and Custom
1960 seat types are as follows:
  • 0 - Standard Bench, Deluxe and Business
  • 1 - Standard Bench, Super
  • 2 - Standard Bench, Custom
1960 trim colors are not currently available.
top

Paint

The following colors were available in 1958-1960. The original color can be determined by looking at the Paint code on the Unit Body Identification Plate. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as "00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.
Paint Code Color Years
1 Classic Black 1958
2
 Kimberly Blue Medium
 1958
3
 Saranac Green Medium 1958
4 Alamo Beige Light 1958-60
5 Autumn Yellow 1958-60
6 Georgian Rose 1958
7 Mariner Turquoise 1958
8
 Chatsworth Green
 1959-60
9
 Pine Ridge Green Metallic
 1959
10
 Placid Blue
 1959-60
11
 Nocturne Blue Metallic
 1959
12
 Alladin Gray Metallic
 1959
13
 Oriental Red
 1959-60
14
 Carmel Copper Metallic
 1959
15
 Aqua Mist Metallic
 1959-60
16
 Cotillion Mauve
 1959
17
 Hibiscus Rose
 1959
18
 Westchester Green
 1960
19
 Sovereign Blue
 1960
20
 Dartmouth Gray
 1960
21
 Harvard Gray
 1960
23
 Echo Green
 1960
24
 Auburn Red
 1960
25
 Festival Rose
 1960
72 Frost White 1958-60
90 Mardi Gras Red 1958
94 Cinnamon Bronze Medium 1958, 1960
95 Gotham Gray Medium 1958
97 Brentwood Green Light 1958
98 Lakeshore Blue Light 1958
99 Frontenac Gray Light 1958-60
Instrument panels were painted body color (primary body color if two tone). Remaining interior moulding and trim was painted one of the following colors to harmonize with interior trim. Interior colors were usually semi-gloss to reduce glare.
  • N-45 Satin Black (58-60)
  • N-80 Metallic Medium Blue (58)
  • N-81 Metallic Medium Green (58)
  • N-109 Pine ridge Green Metallic (59)
  • N-110 Nocturne Blue Metallic (59)
Color samples can be viewed at http://autocolorlibrary.com/aclns.html
top
Sequential Assembly Number The unlabeled number at the bottom of the Unit Body Identification Plate is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. At this time there was only one final assembly line in Kenosha; the second line wasn't in operation until 1961. Brampton opened in 1960.

top

Bibliography

The following sources were used to verify the information contained on this page:
  • AMC Rambler Club 1958-1969 Production Handbook
  • Standard Catalog of American Motors, ISBN 0-87341-232-X, Krause Publications
  • 1958-59 American Motors Technical Service Manual
  • The Compact Chronicles, copyright 1992, Frank Swygert
  • DuPont Automotive Finishes book (1959-71)

top

1961-63 American

1961-1963 American

61 2 Door Wagon 63 440H Hardtop
1961 American Two Door Wagon 1963 American Hardtop

General Information

The "new" 1958 Rambler American was a little dated looking when it was introduced. It didn't quite look old fashioned, but it only had a couple of years in it. AMC officials knew this -- if it sold well they would have to revamp the car soon after. There was to little time between the planned new models for 1963 and 1958 to build another new car, and the development cost would be to much. This meant that the American, in order to keep the sales momentum built from 1958-1960, would have to be restyled. There wasn't much money to restyle with -- most of the old car would have to be retained. Ed Anderson, Chief of Styling, was given the job of making the American look new, but at the same time retaining all of the mechanical parts and inner body panels. It was to be a reskinning with only minor changes to inner panels. Anderson worked a miracle! He came up with a car that retained the same glass, mechanicals, and inner panels, yet looked like an entirely different car. All outer panels were changed except the side window frames. This retention was hardly noticeable due to the new squared off roof panel. The only inner panel that was significantly changed was the firewall. This was necessary to improve the heater and get rid of the old fashioned floor mounted brake master cylinder. The inner fender panels, with their intruding hump in the center, were virtually unchanged since the 100" wheelbase car was introduced in 1950. The humps were originally required for the upper shock absorber mount, something that was redesigned as far back as 1954. They serve no other purpose -- the outer fender well panel was changed around 1954, eliminating the hump. The interior of the 1961-63 American also received some attention. The dash panel was redesigned and carried the same instrument cluster as the big cars. This gave it a much more modern look and saved on cost as well. The rest of the interior was pretty much carried over from the 1960 model, but the new dash makes it hardly noticeable. Mechanically (engine, transmission, suspension, rear axle, etc.), the 1961-63 models are identical to the 1958-1960 American. The lone exceptions are the instruments (sending units and operation are the same), brake master cylinder, and heating and air conditioning systems. This makes finding parts relatively easy.

top

Body Styles And Trim Levels

he American line-up was increased to five body styles in 1961-63 in three basic trim levels. A sixth body style, a two door hardtop, was added in 1963. The trim designations changed every year during this transition period for AMC. Some models have more than three trim levels, some less. Levels are listed from lowest to highest. Body styles and trim levels can be determined from the model number on the Unit Body Identification Plate. The body styles and trim levels are:

  • 2 door sedan in Deluxe Business (stripped model, fleet sales only), Deluxe, Super, and Custom trim (1961)
  • 2 door sedan in Deluxe Business (stripped model, fleet sales only), Deluxe, Custom, and Custom 400* trim (1962)
  • 2 door sedan in 220 Business (stripped model, fleet sales only), 220, 330, and 440 trim (1963)
  • 2 door station wagon in Deluxe, Super, and Custom trim (1961)
  • 2 door station wagon in Deluxe and Custom trim (1962)
  • 2 door station wagon in 220 and 330 trim (1963)
  • 4 door station wagon in Deluxe, Super, and Custom trim (1961)
  • 4 door station wagon in Deluxe, Custom, and Custom 400* trim (1962)
  • 4 door station wagon in 220, 330, and 440 trim (1963)
     
  • 4 door sedan in Deluxe, Super, and Custom trim (1961)
  • 4 door sedan in Deluxe, Custom, and Custom 400* trim (1962)
  • 4 door sedan in 220, 330, and 440 trim (1963)
  • 2 door convertible in Custom trim in 1961, Custom 400 in 1962, and 440 in 1963
  • 2 door hardtop in 440 and 440H** trim in 1963

* Custom 400 models all had bucket seats and consoles. Console mounted shifters (manual or automatic transmission) were optional. * 440H models were similar to the 1962 Custom 400 described above. They had unique large armrests in the back seat and used the convertible bottom seat cushion with a unique back cushion, making it a four passenger vehicle. Normal seating for the 1958-63 American was considered three passengers in the front seat and two in the narrower back seat.

top

Engines

The following engines were available:

  • 196 cid L-head inline six, 1bbl (90 hp)
  • 196 cid OHV inline six, 1bbl (125 hp, standard 1961 Custom, 400, 440; optional all others)
  • 196 cid OHV inline six, 2 bbl (138 hp, 1963 only; standard 440H, optional all others)

There is a machined pad on the left (driver's) side of the engine near the front and just below the block/head division. This pad contains the Engine Day Build Code.
 

Beginning in late 1959 the six character Engine Day Build Code was adopted. The first digit indicates the calendar year the engine was built. 1959=1, 60=2, 61=3, etc. Numbers repeated, but no zero was used (1967=9, 1968=1; due to a change in the numbering system, 1980 and later uses the last digit of the year (1980=0, 1981=1 etc.). The next two numbers will be the month the engine was made in. A letter code will tell engine size and compression. A is 195.6 L-head w/1bbl, C is 195.6 cast iron OHV w/1bbl (there was an aluminum version of the 195.6 OHV, but it wasn't available in the American -- only 1 bbl versions used). It is possible that the engine has been replaced with a newer or older engine. 195.6 cid six cylinder engines made between 1956 and 1965 are direct bolt-in swaps and are externally identical, though water pump design varies slightly on the 56-57 OHV engines.

Note: Engine dates are calendar dates and not model year dates. Since model year production actually starts in the previous calendar year, it is possible to have, for example, an engine coded 1958 in a 1959 vehicle and be correct but an engine coded 1960 would not be correct for the same car since no 1960 models were manufactured in calendar year 1958.

top

Transmissions

The following Borg Warner transmissions were used in 1961-63 Rambler Americans. There is no marking anywhere on the car that will determine transmission type.

  • T-96 three speed manual, available with an optional overdrive (OD) unit, 1961-63.
  • Borg Warner "Flash-O-Matic" three speed automatic (air cooled torque converter, cast iron case, vacuum modulator -- predecessor to model 35) used only in 1961.
  • Borg Warner Model 35 (T-35 on transmission ID tag) "Flash-O-Matic" three speed automatic (air cooled torque converter, aluminum case, throttle valve cable instead of vacuum modulator) used in 1962-63.
  • "Twin-Stick" T-96 three speed manual with overdrive. Transmission used different internal gear ratios than the normal T-96/OD. Shift mechanism was wired to provide five forward gears (along with different ratios) -- 1st, 2nd, 2nd+OD, 3rd, 3rd+OD. Normal three speed with OD shifted in this manner would provide little difference between 2nd+OD and 3rd gears. Available only with OHV engines, only in 1963.
  • "E-Stick" with T-96 three speed (with or without OD). This was an automatic clutch that relied on a rather complicated mechanical and vacuum control system to automatically engage and disengage the clutch. It was meant to provide the ease of driving an automatic transmission car with close to the same economy as a stick shift. In practice, the clutch didn't last as long as with a standard stick shift, especially in city driving. Engine oil pressure was used to operate a servo that worked the clutch backs wards -- the more pressure on the clutch arm the harder the clutch was engaged instead of disengaged. As engine rpm went up, so did oil pressure, which meant a tighter clutch. It was only used in 1962 and 1963.

top

Production Numbers

Columns with no number indicate that the body and trim style were not offered for that year.

Body & Trim Style 1961 1962 1963
2 door sedan, Deluxe Business (63 220 Bus.) 355 283 162
2 door sedan, Deluxe (63 330) 28,555 29,665 27,780
2 door sedan, Super (62 Custom, 63 330) 14,349 12,710 9,572
2 door sedan, Custom (62 400, 63 440) 4,883 4,840 1,486
2 door convertible, Custom (62 400, 63 440) 10,855 13,497 4,750
2 door convertible, Custom 400 (bucket seats) 2,063    
2 door station wagon, Deluxe (63 220) 5,666 4,434 3,312
2 door station wagon, Super (62 Custom, 63 330) 5,749 4,398 3,204
2 door station wagon, Custom 1,417 - -
4 door sedan, Deluxe (63 220) 17,811 17,758 14,419
4 door sedan, Super (62 Custom, 63 330) 15,741 13,884 9,666
4 door sedan, Custom (62 400, 63 440) 5,920 5,773 2,937
4 door sedan, Custom 400 (bucket seats) 1,629    
4 door station wagon, Deluxe (63 220) 7,260 6,304 4,436
4 door station wagon, Super (62 Custom, 63 330) 10,071 8,998 6,848
4 door station wagon, Custom (62 400, 63 440) 3,679 3,134 1,874
2 door 440 hardtop - - 5,101
2 door 440H hardtop - - 9,749
Total 136,003 125,678 105,296

The existence of serial number sequences indicates that AMC produced Rambler Americans along with Classics  in Canada for the 1961 - 1963 model years.  There was a strong market in Canada for compact cars, so local production, based on exports of raw material from the U.S., made sense.  However, AMC published only total production figures of 4.168 , 17.343 and  27.411 units for 1961, 1962 and 1963 respectively, with no breakouts by car line.  An approximation of American production at Brampton would be  1.389 units for 1961, 5.817 units for 1962,  5.344 units for 1963.

Dates of model introductions:

1961 - October 5, 1960 (Custom 400 late April 1961 -- only produced three months) 1962 - October 6, 1961 1930 - October 5, 1962

top

Serial Numbers

Serial Numbers

Before January 1966, all cars had a manufacturers assigned serial number, not a VIN (Vehicle Identification Number), which was mandated by the U.S. government for all cars built from January 1966 on. The serial number is on a tag located on the top of the right side shock tower in the engine compartment. The serial number gives no information except year and model series. Technically, any changes can be made to the car that were available from the factory and it will be "correct". Serial numbers were assigned to the car when it was ordered from the factory. Numbers with a single letter are assigned to cars made in Kenosha, WI. If the first letter is followed by a "K" the car was built at Kenosha as a "knock-down" kit intended for final assembly in another country. These kits usually lacked tires, belts, batteries, and sometimes interior upholstery. Those items were supplied from local sources at the assembly point. If the first letter is followed by a "T" the car was built in the Brampton, Ontario, Canada plant. The first serial numbers used for that year are listed.

  • 1961 B221001, BK10701 BT 100001
  • 1962 B375001, BK13001, BT102001
  • 1963 B515001, BK15001, BT110001

top

Unit Body identification Plate

The Unit Body Identification Plate for a 1961-63 Rambler American can be located on the latch edge of the driver's door. It can be decoded as follows:

Body

This is the number assigned to the body as it was being produced. It is different than the serial number. Bodies were produced in batches, so the numbers aren't consecutive to each series.

Model

This identifies the body and trim styles. The first two digits are the year, the last two or three identify the series, body style, and trim level. Blanks indicate that the body and trim style was not available for the year in question.

Code w/Body Style and Trim 1961 1962 1963
02 = 2 door business sedan (63 220 business) X X X
04 = 2 door station wagon, Deluxe (63 220) X X X
04-1 = 2 door station wagon, Super X - -
04-2 = 2 door station wagon, Custom (63 330) X X X
05 = 4 door sedan, Deluxe X X X
05-1 = 4 door sedan, Super X - -
05-2 = 4 door sedan, Custom (63 330) X X X
05-5 = 4 door sedan, Custom 400 (62 400, 63 440) X X X
06 = 2 door sedan, Deluxe (63 220) X X X
06-1 = 2 door sedan, Super X - -
06-2 = 2 door sedan, Custom (63 330) X X X
06-5 = 2 door sedan, 400 (63 440) - X X
07-2 = 2 door convertible, Custom X X -
07-5 = 2 door convertible, Custom 400 (62 400, 63 440) X X X
08 = 4 door station wagon, Deluxe (63 220) X X -
08-1 = 4 door station wagon, Super X - -
08-2 = 4 door station wagon, Custom (63 330) X X X
08-5 = 4 door station wagon, 400 (63 440) - X X
09-5 = 2 door hardtop, 440 - - X
09-5 = 2 door hardtop, 440H - - X

top

Trim

In 1960 a four character code that may be prefixed by a "T" was adopted. The first character is the last digit of the model year. The second character represents the seat type 1960-63, the model (first digit of series) from 1964 on. The third is the upholstery and trim color, and the fourth is the upholstery material for 60-63 and seat type for 1964 on. Special order interiors were available for large orders (usually fleet vehicles) and will have a code of "00". 1961-63 seat types are as follows: *0 - Standard Bench, Deluxe, 220, and Business *1 - Standard Bench, Super, Custom, and 330 *2 - Standard Bench, 400, and 440 *3 - Reclining Bucket, Pleated Vinyl, Convertible only *4 - Reclining Bucket, Custom 400, 400, 440, 440H 1961-63 colors are as follows: *2 - Silver *3 - Blue *4 - Green (Aqua, 1963) *5 - Red *6 - Copper (1963: Ivory for 220/330, Gold for 440/440H) *7 - Maroon *8 - Aqua (61-62) *9 - Gold (61-62) 1961-63 material types are as follows: *C - cloth inserts, vinyl trim *V - all vinyl (porous vinyl, 61-62) *P - porous vinyl (1963 only)

top

Paint

The following colors were available in 1961-1963. The original color can be determined by looking at the Paint code on the Unit Body Identification Plate. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as "00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

Paint Code Color Years
1 Classic Black 1961-63
4 Alamo Beige 1961
8 Chatsworth Green 1961
15 Aqua Mist Metallic 1961-62
23 Echo Green Metallic 1961
26 Valley Green Medium Metallic 1961
27 Sonata Blue 1961-62
28 Berkeley Blue Medium Metallic 1961
29 Whirlwind Tan Medium Metallic 1961
30 Briarcliff Red 1961-63
31 Inca Silver Metallic 1961-62
32 Waikiki Gold 1961
33 Jasmine Rose 1961-62
34 Fireglow Red Metallic 1961
35 Baron Blue Metallic 1962
36 Glen Cove Green 1962
37 Elmhurst Green Metallic 1962
38 Algiers Rose Copper Metallic 1962
39 Villa Red Metallic 1962
40 Majestic Blue Metallic 1962-63
41 Corsican Gold Metallic 1962-63
42 Sirocco Beige 1962
43 Sceptre Silver Metallic 1963
44 Bahama Blue 1963
45 Cape Cod Blue Metallic 1963
46 Palisade Green 1963
47 Aegean Aqua Metallic 1963
48 Calais Corral Metallic 1963
49 Valencia Ivory 1963
50 Concord Maroon Metallic 1963
72 Frost White 1961-63

Instrument panels were painted body color (primary body color if two tone). Remaining interior moulding and trim was painted one of the following colors to harmonize with trim (seat) color. Interior colors were usually semi-gloss to reduce glare. *R-154 Ravine Medium Gray Metallic (1961) *R-155 Fairbanks Dark Blue Metallic (1961) *R-156 Delmar Dark Green Metallic (1961) *R-157 Whirlwind Dark Tan Metallic (1961) *R-210 Inca Silver Metallic (1962) - used with all colors except blue, green, aqua, and gold trims. *R-213 Aqua Mist Metallic (1962) - used with all aqua trims. *R-214 Corsican Gold Metallic (1962) - used with all gold trims. *R-215 Elmhurst Medium Green Metallic (1962) - used with all green trims. *R-217 Algiers Medium Rose Copper (1962) - used with copper trims. *R-260 Cape Cod Blue Metallic (1963) *R-261 Aegean Aqua Metallic (1963) *R-262 Briarcliff Red (1963) *R-263 Concord Maroon Metallic (1963) *R-278 Black (1963) *R-352 Corsican Gold Metallic (1963) Color samples can be viewed at http://autocolorlibrary.com/aclns.html

top

Sequential Assembly Number The unlabeled number at the bottom of the body tag is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line.Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. At this time there was only one final assembly line in Kenosha; the second line wasn't in operation until 1961. Brampton opened in 1960.

top

Bibliography

The following sources were used to verify the information contained on this page: *AMC Rambler Club 1958-1969 Production Handbook *Standard Catalog of American Motors, ISBN 0-87341-232-X, Krause Publications *American Motors, The Last Independent; Patrick Foster, ISBN 0-87341-240-0 *Encyclopedia of American Cars, 1940-1970; Richard M. Langworth, ISBN 0-517-294648 *1961-62 American Motors Technical Service Manual *The Compact Chronicles, copyright 1992, Frank Swygert *DuPont Automotive Finishes book (1959-71)*Wards automotive yearbook*Wards Canadian Automotive yearbook*Guide to Canadian car ID numbers, Bill Watson, Amos Press, 2006.

top

1964 -1965 American


 

1964 - 1965 American
1964 American Convertible
1964 American Convertible


General Information

The first generation American body (58-63) was essentially the same as the 1950-55 Nash Rambler. It had an extraordinary 11 year run due to Edmund Anderson's very creative restyling in 1961, but looked very dated by its last year. Nothing less than a totally new body was required to bring the American up to date. New bodies cost millions even in the early sixties, so the new small car was planned on a downscaled new for 63 Classic body. As many components as possible were to be shared between the big and small car. While some components are shared, it soon became apparent that the number of shared components would be limited. The suspension, or "frame" rails are shared, for instance, but the floor pan had to be narrower and shorter than the bigger Classic in order to adequately differentiate between the two. AMC ended up with a body that looked modern and up to date and put them back near the top of the compact car market in the US through the end of production in 1969. By the mid 1960s, the compact market had levelled off as intermediates and sporty cars such as the Mustang became more popular. However, there was a steady market for compacts and  the American continued to maintain its production levels against the Nova, Valiant, Falcon and imported entries. The American received  new base base and optional engines, including a V8,  for 1966, as these were now required even in economy cars. In its last year of production, AMC dropped the "American" name - the cars were Rambler, 440 and Rogue. And they did one  extraordinary thing to send off their dull economy car : they offered a 390 high performance V8 option in the Rogue hardtop.  Not many were built, but they are highly collectible today, along with the 1957 Rebel. The American, and the Rambler name went into history as the cars which created the North American market for compact economy cars, with an asterisk for those two models which did not quite fit that definition.

top

Body Styles And Trim Levels

The American was offered in five body styles. There were four trim levels offered : 220, 330, 440, and 440-H (this would become the Rogue in 1966). Body styles and trim levels can be determined from the model number on the Unit Body Identification Plate . The body styles and trim levels are:

  • 2 door convertible in 440 trim. This became the Rogue in 1967, its last year.
  • 4 door wagon in 220 and 330 trim. The 330 was dropped after 1965.
  • 4 door sedan in 220, 330, and 440 trim. The 330 was dropped after 1965.
  • 2 door club sedan in 220 and 330 trim. The 330 was dropped after 1965, but replaced by a 440 2 door club sedan for 1966 - 1967.
  • 2 door hardtop in 440 and 440H trim. The 440 H became the Rogue for 1966 - 1969, replacing the 440 hardtop after 1967.

top

Engines

The following engines were available:

  • 196 cid L-head inline six, 1bbl (90 hp, standard in 220)
  • 196 cid OHV inline six, 1bbl (125 hp, standard 330, optional in 220)
  • 196 cid OHV inline six, 2 bbl (138 hp, standard 440H, optional all others)
  • 199 cid OHV inline six, 1 bbl (128 hp, substituted for 196 mid to late 1965, not optional)
  • 232 cid OHV inline six, 1 bbl (145 hp, optional all, 1965 only)
  • 232 cid OHV inline six, 2 bbl (155 hp, optional all, 1967 only)
  • 287 cid OHV V8, 2 bbl (198 hp, optional all, 1966 only)
  • 290 cid OHV V8, 2 bbl (200 hp, substituted for 287 at the end of 1966, base V8 through 1969)
  • 290 cid OHV v8, 4 bbl (225 hp, optional V8 through the end of 1966 model year through 1969)
  • 390 cid OHV V8  4 bbl (315 hp, available only on 1969 SC hardtop)

Note that the 195.6 OHV 2 bbl engine was mandatory when air conditioning was ordered. This was necessary because of the greater length of the 199/232 engine. The engine bay of the new body just wasn't long enough to accomodate the new engine and A/C condensor. To fit the 199/232 a special short water pump (later used on 1971 and later CJ-5 Jeeps) was used and the radiator moved forward very close to the grille.

On the 196 there is a machined pad on the left (driver's) side of the engine near the front and just below the block/head division. The 199 and 232 has a machined pad on the right side of the block near where head and block come together between #2 and #3 cylinder. These pads contain the Engine Day Build Code.
 

The first digit indicates the calendar year the engine was built. 1963 = 5, 64 = 6, 65 = 7, etc. Numbers repeated, but no zero was used (1967 =9, 1968 =1; due to a change in the numbering system, 1980 and later uses the last digit of the year (1980 = 0, 1981=1 etc.) . The next two numbers will be the month the engine was made in. A letter code will tell engine size and compression or carburetor type. A is 195.6 L-head w/1bbl, C is 195.6 cast iron OHV w/1bbl, L is the 232 w/1bbl, J is the 199 w/1bbl. It is possible that the engine has been replaced with a newer or older engine. 195.6 cid six cylinder engines made between 1956 and 1965 are direct bolt-in swaps and are externally identical, though water pump design varies slightly on the 56-57 OHV engines. The 199 and 232 cid sixes used in 1965 can also be directly replaced with any 199, 232, or 258 cid six made between 1964 and 1971. It should be noted that 1965 232 engines used in an American have a special short water pump and that air conditioning was not offered on these cars due to space limitations. A 1971-75 Jeep CJ-5 pump is the same as the 65 short pump. The bell housing bolt pattern changed to match the larger V-8 pattern in 1972.

Note: Engine dates are calendar dates and not model year dates. Since model year production actually starts in the previous calendar year, it is possible to have, for example, an engine coded 1963 in a 1964 vehicle and be correct but an engine coded 1965 would not be correct for the same car since no 1964's were manufactured in calendar year 1965.

top

Transmissions

The following Borg Warner transmissions were used in 1964 and 1965 Rambler Americans. There is no marking anywhere on the car that will determine transmission type.?

  • T-96 three speed manual, available with an optional overdrive (OD) unit.
  • Borg Warner Model 35 (T-35 on transmission ID tag) "Flash-O-Matic" three speed automatic (air cooled torque converter, aluminum case, throttle valve cable instead of vacuum modulator).
  • "Twin-Stick" T-96 three speed manual with overdrive. Transmission used different internal gear ratios than the normal T-96/OD. Shift mechanism was wired to provide five forward gears (along with different ratios) -- 1st, 2nd, 2nd+OD, 3rd, 3rd+OD. Normal three speed with OD could not be shifted in this manner -- standard gearing would provide little difference between 2nd+OD and 3rd gears. Available only with OHV engines.
     

top

Production Numbers

Columns with no number indicate that the body and trim style were not offered for that year.

Body & Trim Style 1964 1965 1966 1967 1968 1969
220 2 door sedan

32,718

26,409
4 door sedan, 330 trim 19,379 15,143
4 door sedan, 440 trim 6,590 5,194
4 door sedan, 220 trim 18,225 13,709
2 door sedan, 330 trim 15,171 9,065
2 door convertible, 440 trim 8,907 3,882
4 door station wagon, 220 trim 8,062 5,224
4 door station wagon, 330 trim 20,587 12,313
2 door hardtop, 440 trim 19,495 13,784
2 door hardtop, 440H trim 14,527 8,164
"Knock Down" (these are exported cars that were shipped unassembled) 3,340 (3,744)
Total 163,661 112.878

 An additional 11,731 Americans were built in Canada for the 1964 model year, 9,390  for the 1965 model year. No breakouts by body style are available, but for 1964 only 220/330 models were built in Canada. The 440 hardtop and convertible were added for 1965, with an additional 20 Americans shipped from Kenosha.

Dates of model introductions:

1964 -
1965 -

top

Serial Numbers

Serial Numbers

Before January 1966, all cars had a manufacturers assigned serial number, not a VIN, which was mandated by the U.S. government for all cars built from 1966 on. The serial number is on a tag located on the top of the right side shock tower in the engine compartment on 64 and 65 models. The serial number gives no information except year and model series. Serial numbers were assigned to the car when it was ordered from the factory. Numbers with a single letter are assigned to cars made in Kenosha, WI. If the first letter is followed by a "K" the car was built at Kenosha as a "knock-down" kit intended for final assembly in another country. These kits usually lacked tires, belts, batteries, and sometimes interior upholstery. Those items were supplied from local sources at the assembly point. If the first letter is followed by a "T" the car was built in the Brampton, Ontario, Canada plant.
 

  • 1964 - 650001 and higher
  • 1965 - AMC started from 100001 and did not skip numbers based on body style as was done in 1965. Serial numbers starting with P indicates a 196 cid six was used, W indicates a 232, and Q indicates the 199.

top

Unit Body identification Plate

The Unit Body Identification Plate for a 1964-65 Rambler American can be located on the latch edge of the driver's door. It can be decoded as follows:

Body

This is the number assigned to the body as it was being produced. It is different than the serial number. Bodies were produced in batches, so the numbers aren't consecutive to each series.?

Model

This identifies the body and trim levels. The first two digits are the year, the third the series, fourth body style, and fifth trim level. Base trim level is often left out (only four digits). Blanks indicate that the body and trim style was not available for the year in question. Replace "xx" with last two digits of year for complete model number.

Code w/Body Style and Trim 1964 1965
xx07-5 - 2 door convertible, 440 trim X X
xx08 - 4 door station wagon, 220 trim X X
xx08-2, 4 door station wagon, 330 trim X X
xx05 - 4 door sedan, 200 trim X X
xx05-2 - 4 door sedan, 330 trim X X
xx05-5 - 4 door sedan, 440 trim X X
xx06 - 2 door Club Sedan, 220 trim X X
xx06-2 - 2 door Club Sedan, 330 trim X X
xx09-5, 2 door hardtop, 440 trim X X
xx09-7, 2 door hardtop, 440H trim X X

top

Trim

This identifies the interior trim style, color, and seat types. The trim code is a 4 character number that may be prefixed by a "T". The first character is the year, the second the trim level, third color, and the fourth is the seat type. Letters after the numeric code indicate the corresponding seat and fabric types that were available. Special order interiors were available and will have a code of "00". Codes are as follows:

Trim Level 1964 1965
220/330 422 - Silver/Black (220 only)
432 - Silver/Black
433 - Blue
434 - Green
435 - Red
436 - Gold
436 - Turquoise		 522 - Black/Gray
532 - Black/White
533 - Blue
534 - Green
535 - Red
539 - Taupe
537 - Aqua
440/440H 441 - Black
442 - Silver/Black
443 - Blue
444 - Green
445 - Red
446 - Gold
447 - Maroon
448 - Turquoise		 541 - Black
543 - Blue
544 - Green
545 - Red
546 - Cordovan/Taupe
547 - Aqua
548 - Black/White

The list of seat types is as follows:

  • C = Cloth
  • D = Cloth bucket
  • E = Vinyl bucket
  • G = Cloth bucket, optional
  • H = Vinyl bucket, optional
  • K = Cloth bucket, optional
  • L = Vinyl bucket, optional
  • P = Porous vinyl
  • V = All vinyl

top

Paint

The following colors were available in 1964-1965. The original color can be determined by looking at the Paint code on the Unit Body Identification Plate. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A (A is Acrylic Enamel paint). Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.
 

Paint Code Color Years
1 Black (Called Classic Black in 1965) 1964, 1965
3 Antigua Red 1965
4 Mystic Gold Metallic 1965
5 Legion Blue 1965
6 Viscount Blue Metallic 1965
7 Seaside Aqua 1965
8 Marina Aqua Metallic 1965
9 Atlantis Aqua Metallic 1965
10 Montego Rose 1965
11 Barcelona Taupe Metallic 1965
12 Corral Cordovan Metallic 1965
13 Solar Yellow Metallic 1964, 1965
14 Silver Metallic 1965
43 Scepter Silver Metallic 1964
51 Rampart Red 1964
52 Sentry Blue Metallic 1964
53 Forum Blue 1964
54 Woodside Green Metallic 1964, 1965
55 Westminster Green 1964
56 Aurora Turquoise 1964
57 Lancelot Turquoise Metallic 1964
58 Bengal Ivory 1964
59 Emperor Gold Metallic 1964
60 Contessa Rose Metallic 1964
61 Vintage Maroon Metallic 1964
72 Frost White 1964, 1965


Color samples can be viewed at http://autocolorlibrary.com/aclns.html
 

top
 

Sequential Assembly Number

The unlabeled number at the bottom of the body tag is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line.Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. There were three assembly lines in operation at this time. There was an East and West line in Kenosha (these may be prefix by an E or a W to indicate which line it was built on) and a line at the Brampton, Ontario plant.

top

Bibliography

The following sources were used to verify the information contained on this page:

  • AMC Rambler Club 1958-1969 Production Handbook
  • Standard Catalog of American Motors, ISBN 0-87341-232-X, Krause Publications
  • American Motors, The Last Independent; Patrick Foster, ISBN 0-87341-240-0
  • Encyclopedia of American Cars, 1940-1970; Richard M. Langworth, ISBN 0-517-294648
  • Cars & Parts Catalog of American Car ID Numbers 1960-1969, ISBN 1-880524-11-2
  • The Compact Chronicles, copyright 1992, Frank Swygert
  • 1964-65 American Motors Technical Service Manuals
  • DuPont Automotive Finishes book (1959-71)
  • Standard Catalog of Independents, ISBN 0-87341-569-8, Krause Publications
  • James C Mays. My private archives - 1964 Rambler. Old Autos, 7/19/04.
  • 6500 series summary - U.S. production and options - passenger cars.  AMC interdepartmental letter, 1/5/66.
  • Automotive news almanac, 1964, 1965
  • Wards automotive yearbook, 1965, 1966.
  • Bill Watson. Catalog of Canadian car ID numbers. Amos Press, 2006.

top

1966-69 American, Rogue, and Rambler


 

1966-1968 Rambler American
1966-1969 Rambler Rogue
1969 American Motors Rambler
1969 American Motors Rogue

1967 Rambler American Four Door Wagon 1968 Rambler American Four Door Sedan
 
1967 American Four Door Wagon (shown in 440 trim) 1968 American Four Door Sedan (shown in base trim)

General Information

The Rambler American was restyled in 1966. The main reason for this restyling was to gain more clearance in the engine compartment so that air conditioning could be used with the new 199 and 232 in-line six cylinder engines ( 232 introduced in Classic in 1964, first available in the American in 1965, 199 replaced the 196 in 1966). 1965 Americans with A/C had to have the 196 because the 199 was longer, and there was no room for the A/C condenser with the longer engine. To solve this problem, the 66 models were made 3.8 inches longer, with three inches added to the inside of the engine compartment in front of the wheels, maintaining the same 106" wheel base. The extra length was obtained by reshaping the exterior body panels only -- the bare unit body is identical in all respects to the 64-65 unit body. This redesigned body was used through 1969 but there were several significant changes made for the 1967 model year that limits the body panels that can be shared with the later cars. This information is detailed in the 1966-1969 Series 01 Parts Swap Guide. Note that due to significant differences, 1969 SC/Ramblers are detailed separately.

AMC began phasing out the Rambler name in 1966, selling the Ambassador and Marlin as AMC models without the Rambler nameplate. The Rebel was also sold as an AMC beginning in 1968, leaving just the Rambler American and Rambler Rogue. For 1969 "Rambler" was dropped from the Rogue name, making it an AMC model, and the American was simply called the Rambler.

top

Body Styles and Trim Levels

There were three trim levels and five body styles available. The body styles and trim levels can be determined from either the model number on the door tag or the 4th, 5th, and 6th numbers of the VIN (see VIN Decoder and Unit Body Identification Plate for additional information on decoding the VIN and door tags). The body styles and trim levels are:

  • 4 door sedan in 220* and 440 trim (66-68 American, 69 Rambler)
  • 2 door sedan in 220* and 440 trim (66-68 American, 69 Rambler)
  • 4 door station wagon in 220 trim (66-67 American)
  • 4 door station wagon in 440 trim (66-68 American, 69 Rambler)
  • 2 door convertible in 440 trim (66 in 440 trim, 67 in Rogue trim)
  • 2 door hardtop (66-67 American in 440 trim, 66-69 Rogue)

* 220 designation not used for 68 & 69 base models.

top

Engines

The available engines are as follows. The 7th character of the VIN is the Engine Code and indicates original engine size:

  • Engine Code J, 199 cid inline six, 128 hp, 8.5:1 compression ratio, 1 bbl, 1966-69
  • Engine Code L, 232 cid inline six, 145 hp, 8.5:1 compression ratio, 1 bbl (or 155 hp, 2 bbl), 1966-69 (2 bbl only in 66)
  • Engine Code M, 290 cid V-8, 200 hp, 9.0:1 compression ratio, 2 bbl, 1966-69
  • Engine Code N, 290 cid V-8, 225 hp, 10.0:1 compression ratio, 4 bbl, 1966-69
  • Engine Code Z, 343 cid V-8, 280 hp, 10.2:1 compression ratio, 4 bbl, 1967 only

If you are unsure of the size of the engine currently installed, you can check it's size by the following methods:

  • For inline six engines, there is a machined pad on the distributor side of the engine between the first and second spark plugs. This contains the six character Engine Day Build Code. The first digit indicates the calendar year the engine was built. 1966=8, 67=9, 68=1, 1969=2, etc. Due to a change in the numbering system, 1980 and later uses the last digit of the year (1980 = 0, 1981=1 etc.). The next two numbers will be the month the engine was made in. A letter code (usually the same as VIN engine code) will tell engine size and compression. It is possible that the engine has been replaced with a newer or older engine. 199, 232, and 258 cid six cylinder engines made between 1964 and 1971 are almost externally identical as are the engines made from 1972 through 1983. The bell housing bolt pattern changed in 1972, so only 72 and later engines are direct bolt in swaps. There will also be a number of different mounting holes on the intake depending on the year as well as valve cover variations. If the original intake and accessories are used there should be few problems swapping in any 71 or earlier engine.
  • For V-8 engines, the best way to tell size is to look at the size cast into the engine block near the first and second core (freeze) plugs on either side of the engine. Note that service replacement blocks do not have the displacement cast into them and tear-down to measure bore and stroke is the only way to positively identify the installed engine. The second way to identify engine size is from the tag attached to the valve cover. The valve cover tag will be coded the same as the inline six Engine Day Build Code (see above description).?
  • V-8 Engine Notes. It is not unusual to find an American with a V-8 engine instead of the original inline six, or a larger or newer V-8 to replace the 290 (or rare 343) the car was manufactured with. See performance section for details.

Note: Engine dates are calendar dates and not model year dates. Since model year production actual starts in the previous calendar year, it is possible to have, for example, an engine coded 1966 in a 1967 vehicle and be correct but an engine coded 1968 would not be correct for the same car since no 1967 models were manufactured in calendar year 1968.

top

Transmissions

The following Borg Warner transmissions were used in 1968 Rambler Americans. The general transmission type can be determined by the third digit of the VIN.

  • T-96 three speed manual (199 cid six)
  • T-14 three speed manual (232 cid six)
  • T-15 three speed manual (290 cid V8)
  • T-10 four speed
  • M36 three speed automatic (199 cid six)
  • M37 three speed automatic (232 cid six)
  • M40 three speed automatic (290 cid V8l)

Note 1: All three speed manual transmissions were available with an optional overdrive unit.
Note 2: All 1967 Americans with a 343 used T-10 four speed transmissions.

top

Production Numbers

Columns with a '-' in them indicate that the body and trim style were not offered for that year.

Body & Trim Style 1966 1967 1968 1969
4 door sedan, 220/base 15,940 12,078 15.144 16,234
4 door sedan, 440 14,543 10,083 11,179 11,957
2 door sedan, 220/base 24,440 26,196 39,480 51,062
2 door sedan, 440 5,252 3,317 - -
2 door convertible 2,092 921 - -
4 door station wagon, 220 5,809 3,667 - -
4 door station wagon, 440 6,603 4,407 10,414 13,233
2 door hardtop, 440 10,255 4,994 - -
2 door hardtop, Rogue 8,718 4,249 4,765 3,543
Total 93,652 69,912 80,981 96,029

An additional 9,314 Americans were built in Canada for the 1966 model year, 6,832 for 1967, 25.289 for 1968 and 24.178 for 1969. No breakouts by body style are available, but all body styles were built in Canada except for the 1966 440 2 door sedan and the 1969 SC/Rambler - Hurst. The surge in production for 1968 - 1969 represents units built in Canada for the U.S. market.           

Dates of model introductions:

1966 - Oct 7, 1965
1967 - Oct 6, 1966
1968 - Sept 26, 1967
1969 - Oct 1, 1968

1966 - 1969 MSRP & Option Listing
1967 American & Rogue Detailed Options Listing
1968 American & Rogue Detailed Options Listing

Notable low production number models:
1966 500 Rogues with the 290 engine. 2 tone yellow/black paint
  28 440 converts with the 290 engine - 25 w/auto, 3 w/4 speed
1967 921 Rogue convertibles
  58 cars had the 343. 3347 had the 290
  986 Americans had the 4 speed
  217 Americans had disc brakes
1968 116 4 door sedans with the 290 engine
  2604 cars with the 290 engine
1969 33 4 door sedans with the 290 engine
  14 2 door sedans with the 290 engine
  1608 Americans had a 4 speed (and 1512 were SC/Ramblers)

top

VIN Decoder

Model years 1966, 1967, and 1968 will have a VIN (Vehicle Identification Number) tag located on the top of the right side shock tower in the engine compartment. Very early 1966 cars will have a serial number instead of a VIN. Model year 1968 cars manufactured after January 1st, 1968 will have a VIN tag in this location as well as on the left side of the dash board. This was due to a new federal law that standardized VIN locations for all manufacturers. This second location is visible through the windshield. Model year 1969 cars will have a VIN tag on the dash board only. The VIN is also stamped into the left frame sill behind the steering gear box. It is necessary to remove the steering gear box to view the VIN in this location.

1966 American Beginning Serial Numbers

It is unknown how many early 1966 vehicles used serial numbers instead of VIN's. It is quite possible that only a few very early production vehicles used them, and they could have had the serial numbers replaced with a VIN before being sold. If you have a 1966 model with a serial number instead of a VIN, please e-mail farna@att.net.

Engine Size
 		 Beginning Serial Number
 		 Beginning Export Number*
 
199 cid, 1 bbl
 		 A100001
 		 AK100001
 
232 cid, 2 bbl
 		 B100001
 		 BK100001
 
290 cid, 2bbl
 		 C100001
 		 CK100001
 
290 cid, 4 bbl
 		 D100001
 
 

* The "K" indicates vehicle was a "knock-down" kit to be exported and assembled at destination. No 4 bbl 290 V-8 cars were exported.
 

top

1966 & 1967 VIN

The VIN can be decoded as follows (sample VIN is a Kenosha built 1966 American convertible with column shifted 3 speed and 232 cid 6):

Company Year Assembly Plant Transmission Body Type Trim Level Engine Sequential Serial Number*
A 6 K S 7 5 B 100001

Note: Digit 1 is always an A (American Motors).

Digit 2 - Year
6 1966
7 1967
Digit 3 - Assembly Plant
B Brampton, Ont. Canada
K Kenosha, WI
Digit 4 - Transmission
A Automatic column shift
C Floor shift automatic
F Four speed floor shift, w/console
M Four speed floor shift, w/o console (1967)
O Overdrive column shift, 3 speed manual
S Standard column shift, 3 speed manual

 
 
 
Digit 5 - Body Type
5 4 door sedan
6 2 door sedan
7 2 door convertible
8 4 door wagon
9 2 door hardtop
Digit 6 - Trim Level
0 220 trim
5 440 trim
7 Rogue trim
Digit 7 - Engine
A 199 cid, 1bbl
B 232 cid, 2bbl
C 290 cid, 2bbl
D 290 cid, 4bbl
E 232 cid, 2bbl (1967)
X 343 cid, 4bbl (1967)

*The last six digits are the numbers assigned to the car when it was ordered from the factory. Numbers starting at 100001 are assigned to cars made in Kenosha, WI. Numbers starting at 700001 are assigned to cars made in the Brampton plant in Ontario, Canada.

Note: All 1967's with a 343 were only available with a four speed manual transmission.


 

top

1968 & 1969 VIN

The VIN can be decoded as follows (sample VIN is a 1968 Rogue with a 4 speed w/console and 232 cid 6):

Company Year Transmission Type Series Body Type Trim Level Engine Sequential Serial Number*
A 8 F 0 9 7 B 100001

Note: Character one is always an A (American Motors) and character four is always a zero (American/Rogue/Rambler).

Char. 2 - Year
8 1968
9 1969
Char. 3 - Transmission Type
A Automatic column shift
C Floor shift automatic
F Three speed floor shift
M Four speed floor shift
O Three speed overdrive column shift
S Three speed column shift
Char. 5 - Body Type
5 4 door sedan
6 2 door sedan
8 4 door station wagon
9 2 door hardtop

 
 
 
Char. 6 - Trim Level
0 Base trim
5 440 trim
7 Rogue trim
Char. 7 - Engine
A 199 cid, 1bbl
B 232 cid, 1bbl
C 232 cid, 2bbl
M 290 cid, 2bbl
N 290 cid, 4bbl

 

*The last six characters are the numbers assigned to the car when it was ordered from the factory. Numbers starting at 100001 are assigned to cars made in Kenosha, WI. Numbers starting at 700001 are assigned to cars made in the Brampton plant in Ontario, Canada.
 

top

Unit Body Identification Plate

The Unit Body Identification Plate for a 1966-69 Series 01 can be found on the latch edge of the driver's door. Cars built in Canada usually have a "1" in front of the standard numbers listed below. The tag can be decoded as follows:

Body

This is the number assigned to the body as it was being produced. This number is different than the last six digits of the VIN.

Model

This identifies the body and trim styles.?The first two digits are the year, the third the series, fourth body style, and fifth trim level. Base trim level is often left out (only four digits). Blanks indicate that the body and trim style was not available for the year in question. Replace "xx" with last two digits of year for complete model number.

Code w/Body Style and Trim 1966 1967 1968 1969
xx05-0 = 4 door sedan, 220/base trim X X X X
xx05-5 = 4 door sedan, 440 trim X X X X
xx06-0 = 2 door sedan, 220/base trim X X    
xx06-5 = 2 door sedan, 440 trim X X X X
xx07-5 = convertible, 440 trim X X    
xx08-0 = 4 door station wagon, 220 trim X X    
xx08-5 = 4 door station wagon, 440 trim X X X X
xx09-5 = 2 door hardtop, 440 trim X X    
xx09-7 = 2 door hardtop, Rogue trim X X X X

Trim

This identifies the interior trim style, color, and seat types. The trim code is a four character number that may be prefixed by a "T". The first character is the year, the second the trim level, third color, and the fourth is the seat type. A blank indicates that the body style was not available for the year in question. Letters after the numeric code indicate the corresponding seat and fabric types that were available. Special order interiors were available and will have a code of "00". Codes are as follows:

Trim Level 1966 1967 1968 1969
220/base 623 C/P - Blue
628 C/P - Black and White
629 C/P - Tan		 723 C/B - Blue
728 C/B - Black and White
729 C/B - Tan		 828 C - Gray and White
828 B/M/N - Black and White		 923 A/B/C/D - Blue
928 A/B/C/D - Parchment
440/Rogue 641 C/D/E/P - Black
643 C/D/E/P - Blue
644 C/D/E/P - Green
645 C/D/E/P - Red
647 C/D/E/P - Aqua
648 C/D/E/P - White
649 C/D/E/P - Saddle		 7414,5 B/C/D/E - Black
7435 B/C/D/E - Blue
7443,5 B/C/D/E - Green
7455 B/C/D/E - Red
7471,3,5 B/C/D/E - Aqua
7482,5 B/C/D/E - White
7495 B/C/D/E - Tan		 843 C/B - Blue
844 C/B - Green
845 C/B - Red
848 C/B - Black and White		 941 A/B/C/D - Charcoal
943 A/B/C/D - Blue
9446 A/B/C/D - Green
9457 A/B/C/D - Red
Convertible 641 C/D/E/V - Black
643 C/D/E/V - Blue
644 C/D/E/V - Green
645 C/D/E/V - Red
647 C/D/E/V - Aqua
648 C/D/E/V - White
649 C/D/E/V - Saddle		 741 B/E - Black
743 B/E - Blue
744 B/E - Green
745 B/E - Red
747 B/E - Aqua
748 B/E - White
749 B/E - Tan
 
 

The list of seat types is as follows:

  • A - Base level, bench, Brigadier Pattern (1969 440 only)
  • B - Vinylair, Tahiti pattern
  • C - Fabric bench seat, "Lancaster" Pattern (1966, 1967) / Saratoga Pattern (1968, 1969)
  • D - Bucket seat with fabric insert, "Lancaster" Pattern
  • E - Porous vinyl bucket
  • M - black and white standard fabric (Regiment Pattern), optional individual reclining seats
  • N - black and white standard vinyl (Tahiti Pattern) optional individual reclining seats
  • P - Porous vinyl w/fabric insert, "Yucatan" Pattern - station wagon only
  • V - Porous vinyl bench - convertible only

Notes

1 - Fabric only
2 - Vinyl only
3 - 440 only
4 - Rogue only
5 - 440 uses B and C seats, Rogue uses B (convertible only), D (hardtop only), and E seats.
6 - Vinyl for station wagons, all others are fabric
7 - Sedan only
 

top

Paint

The following colors were available in 1966-1969. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

 

Paint Code Color Years
1 Classic Black 1966-68
3 Antigua Red 1966
8 Mariana Aqua Metallic 1967
9 Bright Red 1969
10 Bright Blue 1969
15 Brisbane Blue Metallic 1966
16 Britannia Blue Metallic 1966
17 Crescent Green 1966
18 Grenada Green Metallic 1966-67
19 Balboa Aqua 1966
20 Cortez Aqua Metallic 1966
21 Marquessa Mauve Metallic 1966
23 Samoa Gold Metallic 1966
24 Caballero Tan Metallic 1966
25 Apollo Yellow 1966-67
31 Strato Blue Metallic 1967
32 Barbados Blue Metallic 1967
33 Royale Blue Metallic 1967
34 Alameda Aqua 1967
36 Yuma Tan Metallic 1967
37 Sungold Metallic 1966-67
38 Stallion Brown Metallic 1967
39 Matador Red 1968-69
40 Flamingo Burgundy Metallic 1967
41 Rajah Burgundy Metallic 1967
42 Satin Chrome 1967
43 Saturn Blue Metallic 1968
44 Caravelle Blue Metallic 1968
45 Blazer Blue Metallic 1968
46 Laurel Green Metallic 1968
47 Rally Green Metallic 1968
48 Tahiti Turquoise Metallic 1968
49 Laredo Tan Metallic 1968
50 Calcutta Russet Metallic 1968
52 Scarab Gold Metallic 1968
54 Turbo Silver Metallic 1968
58 Hialeah Yellow 1967-68
59 Pale Green Metallic 1967
62 Ascot Gray 1969
63 Castillian Gray Metallic 1969
64 Beale St. Blue Metallic 1969
65 Regatta Blue Metallic 1969
68 Alamosa Aqua Metallic 1969
70 Surf Green Metallic 1969
71 Hunter Green Metallic 1969
72 Frost White 1966-69
75 Willow Green Metallic 1969
76 Pompeii Yellow 1969
77 Butternut Beige Metallic 1969
78 Cordoba Brown Metallic 1969
79 Bittersweet Orange Metallic 1969
80 Black Mink Metallic 1969
88 Bright White 1969


 

Color samples can be viewed at http://autocolorlibrary.com/aclns.html

 

top

Sequential Assembly Number

The unlabeled number at the bottom of the body tag is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Cars assembled in Kenosha will have an "E" or "W" preceding the number. This designated the East or West assembly line. Cars assembled in Brampton will have a "B" preceding the number. Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. The first number used each year was 000001. Earlier years used a different numbering system.
 


top

Bibliography

The following sources were used to verify the information contained on this page:

  • AMC Rambler Club 1958-1969 Production Handbook
  • Cars & Parts Catalog of American Car ID Numbers 1960-1969, ISBN 1-880524-11-2
  • 1966-69 American Motors Technical Service Manuals
  • 1966-1969 American Motors Collision Parts Guide
  • Official AMC production records and trim codes acquired from Thomas Benvie, AMC Historian, tbenvie@attbi.com
  • Wards automotive yearbook, 1966 - 1970.
  • Bill Watson. Catalog of Canadian car ID numbers. Amos Press, 2006.

top

1966 - 1969 American, Rogue, and Rambler MSRP Listing

1966-1968 American
1966-1969 Rogue
1969 Rambler
MSRP Listing

Retail delivered price in US dollars. Prices reflect a base model, no option car. A '-' indicates that the model in question was not available. Dealers could also add freight to the price of the cars. The price guide from the Boston zone shows the freight charge added to the cars was $64.50 for Sedan and Hardtop, $71.00 for Station Wagon and Convertible.

Note 1: Power Brake totals are for drum brakes, disc brakes are noted separately.
Note 2: Options on this page are the major options for each year. If a detailed listing is available for a particular year, it will be noted.

1966 220 440 Rogue
4 door sedan $2086 $2203 -
2 door sedan $2017 $2134 -
2 door hardtop - N/A $2370
Convertible - $2486 -
Station wagon $2369 $2477 -

1966 Option Prices:

Option Price
V8 $298 (includes 4 speed or auto transmission)
Automatic transmission $168
Power steering $84
Power brakes $42
Radio $57
Air conditioning $303 (5439 total cars with A/C)

 

1967 220 440 Rogue
4 door sedan $1945 $2083 -
2 door sedan $1839 $1997 -
2 door hardtop - $2319 $2266
Convertible - - $2442
Station wagon $2231 $2368 -

1967 Option Prices:

Option Price Cars Made With
This Option
V8* $113 3405
Automatic Transmission $174 38086
Power Steering $84 8320
Power Brakes $42 1171
Radio $57 23302
Air Conditioning $311 3259
Twin Grip rear differential $37 2903
Disc Brakes $91 217
Power Tailgate Window $32 477
Bucket Seats See detailed
options page		 4276
Vinyl Top $75 1770

*Price is for 290 V8. Exact 343 V8 price is not currently available but is estimated to be $204.
We also have a complete factory options listing for this year.

1968 Base 440 Rogue
4 door sedan $2024 $2166 -
2 door sedan $1946 - -
2 door hardtop - - $2244
Station Wagon - $2426 -

1968 Option Prices:

Option Price Cars Made With
This Option
V8 $106 2604
Automatic Transmission - 6 cylinder $171 44399 Combined
Automatic Transmission - 8 cylinder $190
Power Steering $84 7980
Power Brakes $42 1182
Radio $61 22026
Air Conditioning $311 4703
4 speed manual transmission N/A 312
Disc Brakes N/A 136
Vinyl Top N/A 969
Twin Grip rear differential N/A 2216

 

1969 Base 440 Rogue
4 door sedan $2076 $2218 -
2 door sedan $1998 - -
2 door hardtop - - $2296
Station wagon - $2478 -

1969 Option Prices:

Option Price Cars Made With
This Option
V8 $116 3530
Automatic transmission - 6 cylinder $171 48583 combined
Automatic transmission - 8 cylinder $190
Power steering $90 12524
Power brakes $42 932
Radio $61 25094
Air Conditioning $324 6967
4 speed manual transmission N/A 1608
Disc brakes N/A 1529
Vinyl Top N/A 782
Twin Grip rear differential N/A 3569


Bibliography

The following sources were used to verify the information contained on this page:

  • Official AMC MSRP records acquired from Thomas Benvie, AMC Historian, tbenvie@attbi.com

top

1967 American and Rogue Options Listing

1967 American
1967 Rogue
Options Listing

Factory Installed Options

Prices shown are in US dollars as of October 24, 1966. This page lists only factory installed options. There were also dealer installed such as the tissue dispenser, compass, vent shades, etc. Those items are not listed on this page.

Option or Group Contains Price
Sports Steering Wheel   $23.15 for the 220
$15.55 for 440 and Rogue
Custom Steering Wheel   $7.60 for 220
Standard on 440 and Rogue
Appearance Group A rocker moldings, Turbo Cast wheel covers $76.55 for 220 and 440
$55.40 for Rogue
Appearance Group B rocker moldings, wire wheel covers with spinners $81.40 for 220 and 440
$60.25 for Rogue
Appearance Group C rocker moldings, wheel discs $36.90 for 220 and 440
$15.75 for Rogue
Turbo Cast wheel covers   -220 and 440-$60.80 Rogue-$39.65
Wire wheel with spinners   220 and 440-$65.65 Rogue-$44.50
Wheel Discs   220 and 440-$21.50 Rogue-standard
Hub Caps   220 and 440-standard. Rogue-NA
Bumper Guards- front and rear (except wagon)   $22.70
Bumper Guards- front only (wagon)   $11.35
Visibility Group Remote left mirror, visor mirror, electric wipers and washers $26.80
Remote left mirror   $9.10
Light Group trunk or cargo light, two courtesy lights, glove box, park brake warning, front door switches for the 220 $15.15
Electric wipers and washers   $17.85
Electric wipers only-   $12.30
All Season Air Conditioning Heavy Duty cooling, 60 amp battery (standard on 343), 40 amp alternator $310.80
Auto transmission cooler (standard V8)   $15.25
Tachometer   $48.05
Twin Grip rear differential   $36.85
HD cooling Heavy duty radiator, flex fan and shroud. Standard with All Season Air Conditioning $16.05
HD Radiator   $8.05
Engine Block Heater   $7.60
Exhaust Emissions Systems   Air Guard V8 - $50.05
Air Guard 6cyl - $45.10
Engine Mod - $11.00
Heavy Duty Battery - 70 amp   $7.40
Battery - 50 amp   standard
40 amp alternator   $10.10
Two tone colors 220 and 440 (roof only)   $18.90
Two tone colors Rogue hardtop (hood, roof, and deck lid)   $51.70
Convert with black, white, or tan top only   $39.40
All Vinyl seat material (standard on convert and bucket seats)   $24.45
Power steering   $84.40
Power disc brakes (V8 only)   $90.60
Power drum brakes   $42.15
Power tailgate window   $31.40
AM Manual Radio   $49.25
AM Push Button   $57.40
Third Seat belt-front or rear   $9.45
Individual reclining seats   Standard on Rogue
N/A for 220
$44.65 for 440
Reclining buckets with center armrest (Rogue only)   $78.05
Reclining buckets - With armrest and console (floor shift transmission Rogue only)   hardtop-$19.65.
Convert-$97.65
Headrests (bench seats only)   Right only - $14.60
Left only - $14.60
Both - $29.15
Headrests-buckets-(Rogue only)   Right only - $22.70
Left - $22.70
Both - $45.30
Solex Glass (excludes rear window on convertible)   28.70
Solex Glass - Windshield only   $14.05
Heavy Duty shocks-V8 only   $3.60
Heavy Duty springs and shocks-6cyl only   $6.50
Handling Package (six cylinder) Front sway bar and HD shocks $11.35
Handling Package (V8) HD spring and shock plus 5 1/2" rim $11.35
Front sway bar (V8 only)   standard
HD Clutch-290 3 speed only   $5.20
Black or White vinyl top-440 and Rogue only   $74.75
Console shift auto-Rogue only   $192.35
Auto column shift-(NA with 343)   $173.85
4 speed (console NA)   $184.25
Column shift Overdrive (NA with 290 and 343)   $109.45
Undercoating   $16.95
290 4 bbl   $150.45
290 2 bbl   $118
343 4 bbl (not available until after Jan 1, 1967)   Estimated $204

Available Tire Sizes

  • 6 cyl standard (except wagon) - 6.45 x 14 4 ply rated 2 ply
  • 8 cyl standard, wagon standard, optional others - 6.95 x 14 4 ply rated 2 ply
  • Optional - 6.95 x 14 8 ply rated 4 ply
  • Optional except V8 - 6.85 x 15 4 ply rated 4 ply
  • Optional V8 - 7.35 x 14 4 ply rated 2 ply
  • Optional V8 - 7.35 x 14 8 ply rated 4 ply
  • Optional V8 (except wagons) D70 x 14 red Line Wide Profile Hi-Perf 4 ply rated 2 ply Nylon

Bibliography

The following sources were used to verify the information contained on this page:

  • Official 1967 AMC Price Guide records for Rambler American and Rogue acquired from Thomas Benvie, AMC Historian, tbenvie@attbi.com

top

1968 American and Rogue Options Listing

1968 American
1968 Rogue
Options Listing

Factory Installed Options

Prices shown are in US dollars as of ????. This page lists only factory installed options. There were also dealer installed such as the tissue dispenser, compass, vent shades, etc. Those items are not listed on this page.

Option or Group Contains Price
Two-tone paint    
Black or off-white vinyl roof (Rogue only)    
Vinyl upholstery (standard on wagons)    
Individually adjustable reclining seats    
Headrests    
Shoulder belts (standard after Jan 1, 1968) and mid-passenger seat belts    
All-Season air-conditioning 60 amp battery,
40 amp alternator,
heavy duty cooling		  
Power steering    
Power brakes    
Power disc brakes (V8 only)    
Automatic transmission cooler (standard on V8 models)    
Twin-Grip rear differential    
Sports wood-grain-look steering wheel (440 and Rogue only)    
Custom steering wheel (base model only, standard on Rouge and 440)    
Solex (tined) glass, windshield only    
Solex (tined) glass, all glass    
Wheel discs    
Turbo-Cast wheel covers    
Wire-wheel covers    
Appearance Group rocker-panel moldings,
wheel discs		  
Electric wipers    
Visibility Group remote-control left-side mirror,
visor vanity mirror,
electric windshield washers,
electric windshield wipers		  
Light Group trunk or cargo light,
two courtesy lights,
glove-box light,
parking brake warning light,
headlights-on warning buzzer,
front door switches for base models		  
AM push-button radio    
Roof-top travel rack (wagon only)    
Bumper guards, front and rear (wagon, front only)    
Insulation Group undercoating,
hood insulation		  
Heavy-Duty engine cooling (standard with air-conditioning) radiator,
power-flex fan and shroud,
70 amp battery (40 amp alternator standard with air-conditioning)		  
70 amp battery and 40 amp alternator (cars less air-conditioning)    
Engine block heater    
6 Cylinder Handling Package front sway-bar,
heavy duty springs and shocks absorbers		  
V8 Handling Package larger sway bar,
heavy duty springs and shocks absorbers,
5 1/2" rim wheels		  
Heavy-Duty clutch for 3-speed transmissions (128 HP six and 200 HP V8 only)    
Tachometer (V8 only)    
199 Six 128 HP (standard except Rogue)    
232 Six, 1V 145 HP (standard on Rogue)    
290 V8, 2V 200 HP    
290 V8, 4V 225 HP    

Available Tire Sizes

  • 6 cyl standard (except wagon) - 6.45 x 14 4 ply rated 2 ply
  • 8 cyl standard, all wagon standard, optional others - 6.95 x 14 4 ply rated 2 ply
  • Optional - 6.95 x 14 8 ply rated 4 ply
  • Optional V8 - 7.35 x 14 4 ply rated 2 ply
  • Optional V8 - 7.35 x 14 8 ply rated 4 ply
  • Optional V8 (except wagons) D70 x 14 red-line Wide Profile Hi-Perf 4 ply rated 2 ply Nylon w/5 1/2" rim wheels
  • Official 1968 AMC sales brochure

    • 1969 SC/Rambler


    1969 American Motors/Hurst SC/Rambler

    1969 SC/Rambler Two Door Sedan 'A' Scheme Paint
    1969 SC/Rambler Two Door Hardtop 'A' Scheme Paint
    Photo courtesy of Vince Scamardo    		 1969 SC/Rambler Two Door Sedan 'B' Scheme Paint
    1969 SC/Rambler Two Door Hardtop 'B' Scheme Paint

    General Information

    In a bid to generate buyer traffic and excitement beyond the Javelin and AMX models and to capitalize on the rapidly expanding small car muscle market, AMC launched Hurst modified SC/Rambler in 1969. This was a corporate watershed year in which AMC sought to bow out was the "old Rambler guard" and usher in a new era of AMC only lableled models. The successful Hornet series would replace the American in the next model year and with the rebirth of a famous model name from the Hudson days or yore would come the end of the line for the venerable American series. What better way to retire the old player than going out with a last hurrah as the rough and tumble Captain of the team?

    The "new"  and radically different Hurst SC/Rambler was notabe for its performance 'extras', the likes of which had never been seen on an American series car before, that differentiated it from the rest of the American line.  While the major body and interior was the same as other '69 Rambler two door hardtops the very notable modifications listed made this car radically different than all other model in the series:
    • Front and rear wheel wells lips rolled to accomodate larger tire sizes and drag slicks
    • "letter box" snorkel hood scoop with functional "Ram Air"
    • Cold ram air induction w/vacuum operated metal flapper and inner/outer air cleaner tub assembly
    • rear "torque links" similar to those used on the AMX and performance equipped Javelins
    • 16 :1 quick ratio manual steering as compared to 20:1 steering on other American non power steering cars
    • Power assisted brakes with front disc rather than front drums
    • Blue pinted Magnum 500 styled steel wheels with deep dish center caps and brushed trim rings
    • AMX 390 V-8 with 315HP and 425 lbft Torque
    • heavy duty 4 speed manua floor shift transmission (T-10) with Hurst competition shifter 
    • 3.54 "Twin-Grip" limited slip differential dana 20 rear end
    • SC Rambler/Hurst emblems on sides and rear sail panel
    • Black taillamp lenses and sail panel
    • Chrome hood pins with retainer cables
    • Thrush glass pack style mufflers and baloney slice tipped 2" dual exhaust sytem
    • red, white, & blue headrests square back split bench front seats
    • triple spoke woodgrain edged sports steering wheel
    • hosed clamp, steeering column mounted Sun S635 tach
    • left and right rear view mirrors like those used on the '68/'69 Hurst Olds

    While a few of these items came from the factory, all body modifications and special components were added and procured by the Hurst Corporation. Major mechanical and body components were upgraded or different than other Ramblers including the Rogues from which the SC was derived. Although some maintain that the SC floor pan chassis is different from other '69 Americans it is widely accepted that there were no substantial differences beyond the additional frame mounts necessary to connect  the AMC torque links from the AMX and performance equipped Javelins to the Rogue based frame. Luckily, ALL Americans from '68 on had an added layer of skin to the inside of the rocker panels to stiffen them up, just in time to acccomodate the dramatic increase in torque from the AMC 390 that became the primary driver behind creating the legendary SC/Rambler performance capabilities!  There is no documented evidence that an SC chassis is stiffer in any way other than the mount plates for the torque links and the staggered shock access plate on the left hand side of the trunk although some sources contend that the SC used additional bracing that was used for convertible models to increase structural stiffness.

    One option distinction was notable - there was only a single factory option avaialbe, an AM radio!  That was it - there were no other factory order options.  All other options had to be ordered as dealer options and were limited primarily to the Group 19 Option list with items such as a 290 Hydraulic camshaft, heavy duty lifter and double valve springs, Mallory dual point rev pole distributor, AMC logo'd Edlebrock R4B intake manifold and a Holley 930 CFM three barell carburetor with an enormous vacuum controlled secondary that required the notch-out seen today in the rear of the carburetor opening in vintage AMC R4B manifolds.  Company memos support the statement that there were no options available other than the AM radio and that all performance enhancements had to be ordered through the dealer.  And ordered they were, with most SC/Ramblers upgraded to race and terrorize the F Class at local dragstrips around the country. 

    Nearly all body parts are shared with the 1967-69 American body. There are some differences that limits the body panels that can be shared with the earlier cars. This information is detailed in the 1966-1969 Series 01 Parts Swap Guide.

    top

    Body Styles and Trim Levels

    The only body style available was the two door hardtop in Rogue trim. (see VIN Decoder and Unit Body Identification Plate for additional information on decoding the VIN and door tags).

    top

    Engines

    The only available engine was the 390 cid V-8. The 7th character of the VIN is the Engine Code and indicates original engine size and is always an "X" for a true SC/Rambler.

    There are many faked SC/Ramblers in the world today. What better way to fetch a premium price for an otherwise lower valued Rogue hardtop than to pass it off as a genuine SC/Rambler? One issue is that many cars had the original engine replaced due to the extreme conditions experience as the race track or even from street racing.  A Group 19 equipped SC/Rambler could easily run the quarter mile in the 12 second range which is far quicker than its advertised 14.3 second from the factory capabilties.  Despite all of the many race proven designs in a Group 19 equipped car, the one weak spot in the AMC 390 was the cast pistons which, after a couple of seasons of hard racing, had a tendency to develop fissures and cracks in the piston's wrist pin area which could ultimately result in a "blown" (blown up) engine.  For those who were savy in the art of drag racing, the stock AMC cast piston were replaced with after market forged pistons long before there was a problem.  Unfortunately most SC/Rambler owners had little prior experience with drag racing and only learned of the limitations of AMC's cast piston design after it was to late to prevent a catastrophic engine failure, hence the high number of replaced engines in SC/Ramblers.  Although engine replacements in AMC were fairly routine and relatively easy to do, not having the original (or at least a 1969 390) does lower the car's collectable value in today's collector car market.  For AMC V-8 engines, the best way to tell cubic inch displacement is to look at the nubmers cast into the side of the engine block near the first and second core (freeze) plugs on either side of the engine. Note that service replacement blocks do not have the displacement cast into them and their displacement can only be deterimied in a tear-down to measure bore and stroke, the denominators in the formula for cubic inch designation.

    Cars that are considered to have a higher probability of being original will at least have the original valve covers and date code tags on the engine. This tag is located at the front of the right valve cover but you may need to check the rear of the left cover due to AMC valve covers being interchangeable from side to side resulting in the ends somtimes being reversed.

    Note: Engine dates are calendar dates and not model year dates. Since model year production actual starts in the previous calendar year, it is possible to have, for example, an engine coded 1966 in a 1967 vehicle and be correct but an engine coded 1968 would not be correct for the same car since no 1967 models were manufactured in calendar year 1968.

    top

    Transmissions

    The Borg Warner close ration T-10 four speed transmission with the Hurst competition floor shift was the only transmission available. The transmission type can be determined by the third digit of the VIN, which would be "M" (4 speed floor shift, floor mounted) for the SC/Rambler.

    top

    Production Numbers

    The generally accepted production number for the SC/Rambler is a total of 1512. Although the exact makeup is unknown (AMC record keeping on this subject was always a little sketchy on the SC/Rambler), AMC collectors universally acknowledge that the first batch of 500 were painted in the "A" paint scheme which include a base white painted car with red sides,  blue stripes down the center of the roof and trunk and large decals on the hood with a large blue decal of an arrow pointing at the hood scoop with accompanying large red letters boldly proclaiming "RAM AIR" between the arrow and the scoop plus matching size large red numbers and letters of "390 CI" on the top of the scoop.  Although the "A" scheme design was a major attention getter at the race track, it was often considered over the top by most street car owners and sure bet to gain the attention of local police patrols around the country.  The second batch of 500 SC/Ramblers were done in the more subdued "B" paint scheme which included a base white colored cars with a narrrow red decal stipe over a wider blue stripe on and just above the rocker panels. Although the "B" schemes cars also had the fabled Ram Air hood scoop with funtional cold air inlet, the decals on the hood, roof and trunk were not included in the "B" scheme graphics package. 

    The last batch of 512 SC/Ramblers' paint scheme is a somewhat controversial subject, but many agree that they were most likely painted in the "B" scheme due to the cost and complexity of the "A" scheme although there are clearly far more "A" scheme cars out there today than "B" scheme cars.  Most believe that the vast majority of the "A" scheme cars were used primarily as factory developed race cars while many of the "B" scheme cars were used as personal transportation for their owners.  Regardelss, the paint code listed on the SC/Rambler's door tag gives no indication of which paint scheme was originally used so it is likely that over the years many owners simply painted their cars in the flashier and more recognizable "A" scheme.  An interesting aside is that in 1969, the "A" scheme cars languished on the dealers lots due to the outlandish and previously unheard of factory paint job on the SC/Rambler and a fair number of both scheme SC/Ramblers were sold as leftovers in 1970 or even 1971 for far less than their 2995 window sticker price.  Additionally, some dealers even went as far as to change "A" scheme cars to the more moderate "B" scheme or even a single color other than white to move the cars off their lots.

    It should be noted that there were also a least 6 and possibly a few more Baha SC/Ramblers which were special versions of the SC/Rambler with chasis lifts and special drivetrains specfically designed to be raced at the Baha Pennisula.  James Garner was documented to be one of the drivers.  It is unknown if the Baha SC/Ramblers were included in the 1512 tally of SC/Ramblers or not and it is unknown to this writer whether any of them remain in existence today.

    The SC/Rambler was officially introduced March 8th, 1969 at the 61st Chicago Auto Show.

    top

    VIN Decoder

    Model year 1969 cars will have a VIN tag on the dash board only. The VIN is also stamped into the left frame sill behind the steering gear box where it is often necessary to remove the steering gear box to view the VIN in this location.  Some SC/Ramblers may have and incorrect dashboard VIN code due to the tendency of the SC/Rambler dash pads to crack when exposed for prolonged periods to the sun resulting in someone replacing the dash with one from an American or Rogue.  The sure fire test of whether or not a given car is a true SC/Rambler is to look at the VIN that is also behind the steering box on the driver's side lower frame behind the steering box. 


    The SC/Rambler VIN can be decoded as follows:

     

     

    Company Year Transmission Type Series Body Type Trim Level Engine Sequential Serial Number*
    A 9
    		 M
    		 0 9 7 X
    		 100001

    Note: Character one is always an A (American Motors) and character four is always a zero (American/Rogue/Rambler).

    *The last six characters are the numbers assigned to the car when it was ordered from the factory. Numbers starting at 100001 are assigned to cars made in Kenosha, WI. Numbers starting at 700001 are assigned to cars made in the Brampton plant in Ontario, Canada. All SC/Ramblers were built in Kenosha.  All SC/Ramblers had the engine code of X in the seventh digit of the serial number and the letter M in the third digit.  If either of those digits are wrong, the car is not a true SC/Rambler

     

    top

    Unit Body Identification Plate

     

    The Unit Body Identification Plate for a 1969 Series 01 can be found on the latch edge of the driver's door. Cars built in Canada usually have a "1" in front of the standard numbers listed below (All SC/Ramblers were built in Kenosha). The tag can be decoded as follows:

    Body

     

    This is the number assigned to the body as it was being produced. This number is different than the last six digits of the VIN.


    Model

     

    This identifies the body and trim styles. The first two digits are the year, the third the series, fourth body style, and fifth trim level. Base trim level is often left out (only four digits). Blanks indicate that the body and trim style was not available for the year in question. All SC/Ramblers will have a model number of 6909-7.


    Trim

     

    This identifies the interior trim style, color, and seat types. The trim code is a four character number that may be prefixed by a "T". The first character is the year, the second the trim level, third color, and the fourth is the seat type. Letters after the numeric code indicate the corresponding seat and fabric types that were available. Special order interiors were available and will have a code of "00".

    top

     Paint

    The SC/Rambler was definitely a "non standard" color regardless of which scheme was used. All SC/Ramblers have a door tag paint code of "00", "SPEC" or Special.

    The three colors used were Bright White (P88), Bright Red (P9), and Bright Blue (P10).

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    top

    Sequential Assembly Number

    The unlabeled number at the bottom of the body tag is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Cars assembled in Kenosha will have an "E" or "W" preceding the number. This designated the East or West assembly line. Cars assembled in Brampton will have a "B" preceding the number. Note that all SC/Ramblers were built in Kenosha. Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. The first number used each year was 000001. Earlier years used a different numbering system.


    top

    Bibliography

     

    The following sources were used to verify the information contained on this page:

    • Cars & Parts Catalog of American Car ID Numbers 1960-1969, ISBN 1-880524-11-2
    • 1969 American Motors Technical Service Manual
    • 1966-1969 American Motors Collision Parts Guide
    • The Compact Chronicles, copyright 1992, Frank Swygert
    • First hand knowledge and experience of a 35 year AMC owner/enthusiast and current SC/Rambler owner

    top

    For additional Information

    including video clips, photos and historical documentation as well as access to SC/Rambler parts vendors and memorabilia visit www.AmazingMuscleCars.com.  AmazingMuscleCars.com is a site devoted to the preservation and support of the few remaining SC/Ramblers. 

     

     

     

    1970-78 Hornet <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1979-83 Concord <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    Series 10 (Nash & Hudson Rambler, Classic, Rebel, Matador)

    General information about Series 10 models belongs here.

    1950-55 Nash and Hudson Rambler

    1950-1955 Nash and 1955 Hudson Rambler

    1950 Rambler
    1950 Rambler

    General Information

    American Motors Corporation officially came into being on May 1, 1954. Why then, do we cover the 1950 Nash Rambler? Because all AMC cars descended from that first modern compact car -- it is the father of all AMC vehicles that follwed. Yes, that discounts most of the big Nash and Hudson cars. There is no direct lineage from those vehicles. Indeed, by the time AMC was formed the two parent nameplates were already falling from grace in the automotive world. Before I go on, I do have to mention that if the 1950 Nash Rambler is the father of all AMC vehicles then the 1941 Nash 600 is the grandfather. It wasn't the very first unitized body passenger car made in the US, but it was highly advanced compared to the late 1930's Lincoln Zephyr and Chrysler Airflow. Lincoln and Chrysler both dropped unitized construction in favor of traditional body/frame construction whereas the Nash technique held up to the test of time. The 41 birthed not only the construction but also the powerplant that was to be used in the first Ramblers, a very economical L-head (flat head) six. Okay, back to the Rambler. There had been other small cars built in the US, but none had any "staying power". Crosley made a big splash after World War II with their small cars, but it was a sellers market at the time. There were lots of people who'd driven the same car for over five years and there were still material shortages due to the recent war. This meant that materials were rationed to industry and only so many cars could be built. The auto industry loved it in a way -- they could (and did) sell everything they could build. When the market leveled back out in the early 50s most of the small cars quickly disappeared. It was a prosperous time in America and small generally meant cheap. No one liked being thought of as cheap. Nash took a different approach with the Rambler. For starters it was only produced in what was then considered premium body styles -- a convertible and a two door wagon. It wasn't a cheap car at all, it was a stylish ride! The 1950 Rambler listed at $1808 in either body style. It was "loaded" for the time -- radio and heater were standard items, not optional. Does just over $1800 for a new car sound cheap? Well, one could buy a top of the line Nash Statesman Brougham for $1894 or any well equipped mid line Ford, Chevy, or Chrysler for under $2000. The Rambler was anything but cheap, price or style wise.

    top

    Body Styles And Trim Levels

    There were three trim levels and three body styles available. The body styles and trim levels can be determined from the model number on the Unit Body Identification Plate. The body styles and trim levels are: * 4 door sedan in Deluxe, Super, and Custom trim * 4 door hardtop sedan in Custom trim * 4 door station wagon in Deluxe, Super, and Custom trim * 4 door hardtop station wagon in Custom trim

    Engines

    In 1956 the only engine was the 195.6 cid OHV inline six, 1bbl, 120 hp. Power was increase to 125 hp by inceasing compression for 1957. A 135 hp 2bbl version was optional for 1957. See Series 20 for V-8 specifics, including the Rebel. There is a machined pad on the left (driver's) side of the engine near the front and just below the block/head division. This pad contains the Engine Serial Number. 1956-57 Engine Beginning Serial Numbers A letter was assigned to each engine size with one barrel carburetor, a following "B" was used for two barrel models along with a different letter. The serial number listed was the first used that year. Later model 195.6 OHV engines will fit and are often used as replacements. Check the engine code for the year before ordering replacement parts, especially the water pump, which came in at least three different configurations over the years. See other 58-65 Series 10 and 01 pages for later serial numbers. * 1956 195.6 OHV 1 bbl - S1001 * 1957 195.6 OHV 1 bbl - D341001 * 1957 195.6 OHV 2 bbl - CB2001

    top

    Transmissions

    The following Borg Warner transmissions were used in 1956-57 Rambler Six models. There is no way of knowing what transmission or type was originally installed in a vehicle made before 1966. *T-96 three speed manual, available with an optional Borg Warner overdrive unit *T-85 three speed manual, available with an optional Borg Warner overdrive unit, as a heavy duty option *1956 - mid 1957 - GM Dual-Range? Hydramatic four speed automatic, dubbed "Flash-Away" by AMC. *Late 1957 - Borg Warner "Flash-O-Matic" three speed automatic (air cooled torque converter, cast iron case, vacuum modulator -- predecessor to model 35)
    top

    Production Numbers

    Blank columns indicate that the body and trim style were not offered that year.
    Body & Trim Style 1956 1957
    4 door sedan, Deluxe 21,966 9,402
    4 door wagon, Deluxe 75
    4 door sedan, Super Note 1 16,320
    4 door wagon, Super 21,554 14,083
    4 door hardtop sedan, Super 612
    4 door sedan, Custom Note 1 10,520
    4 door wagon, Custom Note 1 17,745
    4 door hardtop sedan, Custom 2,155
    4 door hardtop wagon, Custom 402
    Note1:Production numbers include all trim levels for this body style. Dates of model introductions: 1956 - November 22, 1955 1957 - October 25, 1956

    top

    Serial Numbers & Body Tag Decoder

    Serial Numbers Before January 1966, all cars had a manufacturers assigned serial number, not a VIN, which was mandated by the U.S. government for all cars built from 1966 (calendar year) on. The serial number is on a tag located on the top of the right side shock tower in the engine compartment. The serial number gives no information except year and model series. Technically, any changes can be made to the car that were available from the factory and it will be "correct". Serial numbers were assigned to the car when it was ordered from the factory. Numbers with a single letter are assigned to cars made in Kenosha, WI. Special "knock-down" kit cars were made in Kenosha for final assembly at overseas locations. These kits typically excluded upholstery, tires, belts, batteries, and other items that could be supplied from the country of final assembly and a "KD" after the first letter. Hudson had an assembly plant in Toronto, Canada, that ceased operations after 1956. These cars have a "T" before the serial number. Starting serial numbers (first number used for the model year) are listed below: *1956 - D276101; DKD5601; DKT5401 *1957 - D341101
    top

    Unit Body Identification Plate

    The Unit Body Identification Plate for a 1956-57 Rambler Six can be located on the driver's side front door frame between the hinges (not on the door itself as with later models). It can be decoded as follows: Body This is the number assigned to the body as it was being produced. It is different than the serial number. Bodies were produced in batches, so the numbers aren't consecutive to each series. Model This identifies the body and trim styles. The first two digits are the year, the last two or three identify the series, body style, and trim level. Canadian assembled models usually have a "1" as the first number in addition to the four or five described above. Blanks indicate that the body and trim style was not available for the year in question.
    Code w/Body Style and Trim 1956 1957
    15 = 4 door sedan, Deluxe (base) X X
    15-1 = 4 door sedan, Super X X
    15-2 = 4 door sedan, Custom X X
    18-1 = 4 door wagon, Super X X
    18-2 = 4 door wagon, Custom X X
    13-2 = 4 door hardtop wagon, Custom X
    19-1 = 4 door hardtop sedan, Super X
    19-2 = 4 door hardtop sedan, Custom X
    18-2 = 4 door station wagon, Custom X X
    top
    Trim Trim codes indicate interior color and seat material. 1956-57 trim codes are unavailable at this time.
    top
    Paint The following colors were available in 1956-1957. The original color can be determined by looking at the Paint code on the Unit Body Identification Plate. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as "00" or "SPEC". This was normally reserved for large orders in the special color, usually for fleet use. COLOR CHART BELOW IS NOT COMPLETE!
    Paint Code Color Years
    1
    2
    3
    4
    5
    6
    7
    8
    9
    10
    10
    10
    10
    10
    10
    10
    10
    10
    10
    10
    10
    10
    10
    10
    72
    90
    94
    95
    97
    98
    99
    Instrument panels were painted body color (primary body color if two tone). Remaining interior moulding and trim was painted one of the following colors to harmonize with interior trim. Interior colors were usually semi-gloss to reduce glare. Interior color codes are unknown at this time." Color samples can be viewed at http://autocolorlibrary.com/aclns.html
    top
    Sequential Assembly Number The unlabeled number at the bottom of the Unit Body Identification Plate is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. At this time there was only one final assembly line in Kenosha; the second line wasn't in operation until 1961. The code for cars assembled in the old Hudson plant in Totonto, Canada, in 1956 (it was closed after 1956) is unknown.
    top

    Bibliography

    The following sources were used to verify the information contained on this page: *Standard Catalog of American Motors, ISBN 0-87341-232-X, Krause Publications *1956-57 American Motors Technical Service Manuals *1956-57 American Motors Sales Flyers *The Compact Chronicles, copyright 1992, Frank Swygert

    top

    This page up for adoption! If interested contact Frank (farna@att.net) or Matt (mhaas@one.net) for info.

    1950-55 Nash and Hudson Rambler


     

    1950 - 55 Nash and Hudson Rambler

     

    General Information

    The Nash Rambler was introduced in 1950 as a compact, but solidly built, well equipped compact car. There were no U.S. built compact cars in 1950. The import market was miniscule and the compact cars that followed the Rambler, which were the Henry J and the Hudson Jet, were not as well designed or marketed as the Nash Rambler. The Rambler, like other Nashes had unit body construction, not offered on any GM, Ford or Chrysler model at the time. The modest success of the first series Nash Rambler, 1950 - 1952, was enough to finance a resdesign in 1953, which kept Nash Motors alive.

    top

    Body Styles and Trim Levels

    The 1950 model was sold as a convertible, with window frames forming an upper body structure, and a two door wagon. For 1951 and 1952, a hardtop model was added. All were on a 100 inch wheelbase and had a 2.8 liter (172.6 cubic inches) six cylinder engine.

    top

    Production Numbers

    1950 1951 1952 Total
    11,428 70,003 53,000 134,431

    Nash began to produce cars in Canada in 1950 and the Rambler two door sedan went into production for 1952. Only 814 were produced that first year.

    As mentioned, the success of the Rambler allowed a redesign for 1953, leaving behind the inverted bathtub look for one which resembled the 1952 - 1954 Nash "Airflytes". For 1953 only the two door models on the 100 inch wheelbase were offered. Engine options were a 3.0 liter (184 cubic inches) L-head six for standard transmission cars and a 3.2 liter (195.6 cubic inches) L-head six for Hydra Matic cars (use of the Hydra Matic transmission was licensed to Nash by GM). The range was broadened in 1954 and 1955 by the addition of a four door sedan and wagon on a 108 inch wheelbase. All four door cars had the 3.2L six standard; for 1955 it became the standard engine on the two door models as well. Styling of the 1955 was greatly improved by finally opening up the front wheel openings. Production was as follows:

      1953 1954 1955 Total
    Two door models 31,790 15,239 14,408 61,437
    Four door models - 20,992 41,615 62,607
    Model Year Total 31,790 56,854 56,023  

    The Nash Rambler was also built in Canada for 1953 - 1955:

      1953 1954 1955 Total
    Two door models 863 416 477 1,756
    Four door models - 505 850 1,355
    Model Year Total 863   921  

    AMC was created as a merger of Nash and Hudson on May 1, 1954, but Hudson had no 1955 models ready. Hudson factory production ceased in July of 1954, but AMC had a contractual obligation to supply vehicles to Hudson dealers until the Nash and Hudson car lines could be consolidated. So Hudson dealers received the same Rambler as Nash dealers for 1955, the only difference being the Hudson emblem. U.S. production was 5,981 two door models, 19,223 four door models. Canadian production was only 226 two door sedans and 548  four door sedans.

    Even at a price that was expensive compared to Ford, Chevrolet and Plymouth, the Rambler sold well enough to provide the foundation for AMC. It offered comfortable accomodation for four people, economy, sturdy contruction and a high level of equipment. It was a foundation that George Romney, who took over AMC when Mr Mason died in late 1954, would build upon brilliantly.

     

    top

    Bibliography

    Two good sources of information about AMC in Canada are Rambler Canada : the little company that could, by James C Mays, Montreal Publishing, 2001, and R Perry Zavitz, Canadian cars, 1946 - 1984, Bookman Publishing, 1985.

     

    Sources: All U.S. production statistics from AMC internal memoranda provided to me by John Conde, former AMC executive.
    Canadian production sources :

    Wards automotive yearbook

    Wards Canadian automotive yearbook

    James C Mays : My private archives : 1954 Nash.  Old Autos, June 21, 2004

    Bill Watson. Guide to Canadian car ID numbers. Amos Press, 2006.

     

    1956-57 Nash and Hudson Rambler

    1956 Nash and Hudson Rambler
    1957 Rambler

    1956 Rambler
    1956 Rambler

    General Information

    A new, larger Rambler was introduced in 1956 -- one that made a good car for a small, young family as well as an economical second car for a more affluent family. It was still very much a compact at the time, though it would be considered an intermediate by today's standards. The new body had a wheelbase of 108" compared to the previous Rambler's 100" wheelbase. This gave the car much more room, especially for back seat passengers, which was just what it needed to be THE family car instead of being relegated to secondary duties. It was also five inches wider, now capable of seating six in reasonable comfort rather than cramping three people in a barely-wide-enough front bench seat and two in a rear seat positioned between the wheel wells.

    The extra length and width naturally made the car heavier by 400 pounds. The old four door Rambler had used a 90 hp, 195.6 cid version of the 1941 Nash L-head engine. This was considered adequate, but the 400 pound heavier car needed a little more "oomph" to adequately push it around. American Motors had three other engines at their disposal, the 252.6 Nash OHV six and the Hudson 202 or 308 L-head sixes. These designs were much older than even the 1955 Rambler engine (based on a 1941 model), so it was decided to overhaul the basic design of the L-head by converting to a more modern and efficient OHV (over-head valve) configuration. The heads of AMC probably thought that the new car would make much more impact with a new powerplant as well. This change added 30 hp, enough to make the bigger car feel at least as powerful as the smaller 1955 model.

    The "new" engine wasn't really all that new. Many parts will interchange with the older L-head, major parts like the crankshaft, rods, and timing chain and gears. The conversion to OHV wasn't as simple as bolting on a new head though. The block design was changed, though only on the right side in the L-head valve area and in the front above the timing chain cover. On the right side the block was narrowed at the top by removing the valve and intake/exhaust area. A solid, slanted casting took the place of the valve area with space left for the pushrods. From the top of the side covers down the block was identical to the old L-head. The front of the block was modified to receive a water pump behind the fan. This is a common arrangement today, but in 1956 it was relatively new. The 1950-55 L-head had a waterpump on the left side of the block driven via an extansion shaft by the generator. A fan shaft was bolted to the front of the block in the same position as the new water pump. Rambler sales literature mentions that the new design eliminated the long hoses required to reach the older model water pump, increasing reliability. Another reason was that the exhaust manifold of the new OHV head extended into the area formerly occupied by the side mounted water pump.

     

    Styling for the new Rambler was very different than the big cars. This was in stark contrast to the 1950-55 models, which looked very much like "baby Nashes". AMC needed to breathe new life into their vehicles as the big Nash and Hudson cars were not selling well. A new look for the Rambler just might help bolster sales, and it did. Of the 104,190 AMC cars built in 1956, 79,166 were Ramblers.

    These cars are often referred to as "basket handle" Ramblers because of the distinctive rearward slant of the "C" pillar at the back of the roof. It doesn't take much to imagine a giant reaching down and picking the car up by the "handle" roof on the sedan.

    To save money their were only four door body styles, no two doors. This allowed all models to share a great deal of parts, reducing costs and increasing profitability. In order to keep an upscale model in the line-up, AMC engineers created a four door hardtop and a hardtop wagon. Kaiser first introduced the four door hardtop in 1949 for the same reason (costs), but this was the first hardtop wagon ever made. The only new major body part required to make the four door hardtops is the center door post. A few minor pieces on the doors (including trim) and new glass were the only other parts required.

    The station wagon (post or hardtop) is an expensive body to make, mainly because of the large rear quarter panels and roof. The wagon had been very popular in the Rambler line ever since its intoduction in 1950 as a two door. A four door version was introduced in 1954 and accounted for almost one third of Rambler sales that year, and closer to half for 1955. That there were never any wagons in the other Nash or Hudson lines explains some of the high Rambler wagon sales, but there had to be a wagon in the Rambler line regardless of cost. As it turned out, nearly half the 1956-57 Ramblers sold were wagons.

    One special Rambler model has gained some notoriety in collectors circles -- the 1957 Rebel. This was a limited production version of the hardtop sedan with the 255 hp 327 that was introduced in 1957 for the big Nash and Hudson models. A 288 hp version with an electronic fuel injection unit, the Bendix "Electrojector", was tested but reliability issues with the electronic control unit prevented production. All 57 Rebels were painted a metallic silver-grey with a gold anodized aluminum insert in the trim spear along the side. Only 1500 were made. The only 1957 car with a faster 0-60 time was the fuel injected Corvette! In reality it was the first muscle car -- a compact with a big car engine. Because of its four door configuration and unpopular maker it is almost universally overlooked by muscle car enthusiasts who insist that a muscle car must be a two door, and some even insist on a two door hardtop or sport coupe.

    The 250 V-8 was an option for all 57 Rambler models. V-8 models were designated Series 20 while six cylinder models retained the Series 10 designation. See Series 20 for production and specifications for V-8 models. All shared information will be found in this section.

    Both years appear to be almost identical -- base models can be difficult to tell apart. It takes a knowledgeable Rambler afficiando to tell the subtle differences. The grille of the 57 has a "floating" bar in the center of the upper opening, but is otherwise identical to the 56. Tail and front park lights are slightly different but are the same size and shape and will interchange. The side trim is different on Super and Custom models, with the main difference being that it comes to a point in the front on 56 models with a round "R" emblem replacing the point for 1957. There is one bit of information, however, that makes the task of identifying the year (by sight) easy. 1956 models will have either a Hudson or Nash hood badge and "N" or "H" hubcaps, depending on which dealer sold them. For 1957 the Rambler was sold as a separate make and only has Rambler and "R" emblems. In 1956 roughly 46,000 Ramblers were sold compared to only around 22,000 Nash and 11,000 Hudson models. For 1957 just over 10,000 Nash and 3,000 Hudson cars were produced versus over 109,000 Ramblers. The Rambler, originally introduced as a stylish and economical alternative to the big Nash, had grown to overshadow its "father", but as much by luck as by design. The US economy had started to slide into a recession in 1956. By 1957 the general population was eager to buy cars that were more economical to operate but didn't appear cheap or were to small and cramped. The Rambler just happened to be the right car at the right time.

    top

    Body Styles And Trim Levels

    There were three trim levels and three body styles available. The body styles and trim levels can be determined from the model number on the Unit Body Identification Plate. The body styles and trim levels are: *4 door sedan in Deluxe, Super, and Custom trim *4 door hardtop sedan in Custom trim *4 door station wagon in Deluxe, Super, and Custom trim *4 door hardtop station wagon in Custom trim

    Engines

    In 1956 the only engine was the 195.6 cid OHV inline six, 1bbl, 120 hp. Power was increase to 125 hp by inceasing compression for 1957. A 135 hp 2bbl version was optional for 1957. See Series 20 for V-8 specifics, including the Rebel. There is a machined pad on the left (driver's) side of the engine near the front and just below the block/head division. This pad contains the Engine Serial Number. 1956-57 Engine Beginning Serial Numbers A letter was assigned to each engine size with one barrel carburetor, a following "B" was used for two barrel models along with a different letter. The serial number listed was the first used that year. Later model 195.6 OHV engines will fit and are often used as replacements. Check the engine code for the year before ordering replacement parts, especially the water pump, which came in at least three different configurations over the years. See other 58-65 Series 10 and 01 pages for later serial numbers. *1956 195.6 OHV 1 bbl - S1001 *1957 195.6 OHV 1 bbl - D341001 *1957 195.6 OHV 2 bbl - CB2001

    top

    Transmissions

    The following Borg Warner transmissions were used in 1956-57 Rambler Six models. There is no way of knowing what transmission or type was originally installed in a vehicle made before 1966. *T-96 three speed manual, available with an optional Borg Warner overdrive unit *T-85 three speed manual, available with an optional Borg Warner overdrive unit, as a heavy duty option *1956 - mid 1957 - GM ))Dual-Range(( Hydramatic four speed automatic, dubbed "Flash-Away" by AMC. *Late 1957 - Borg Warner "Flash-O-Matic" three speed automatic (air cooled torque converter, cast iron case, vacuum modulator -- predecessor to model 35)

    top

    Production Numbers

    Blank columns indicate that the body and trim style were not offered that year.

    Body & Trim Style 1956 1957
    4 door sedan 31.912 42.996
    4 door hardtop 3.342 1.097
    Rebel 4 door hardtop   1.500
    4 door wagon 30.525 38.924
    4 door hardtop wagon 794 182
    t o t a l 66.573 84.699

    Note1:Production numbers include all trim levels for this body style.Sources are copies of AMC internal memoranda for 1956 and 1957 model year production supplied to me by former AMC executive John Conde. AMC also produced approximately 4.550  1956 and 3.313 1957 Ramblers at their Toronto plant; the 1956 total was a record number for this plant which had been opened in 1950. Obviously this car was popular in Canada. Unfortunately, the financial situation of AMC in 1957 forced them to close and sell the plant. (Canadian production figures from Ward's Canadian automotive yearbook issues for 1956 and 1958,  Automotive news almanac issues for 1957 and 1958 and Bob Watson's Guide to Canadian car ID numbers.).    Dates of model introductions: 1956 - November 22, 1955 1957 - October 25, 1956

    top

    Serial Numbers & Body Tag Decoder

    Serial Numbers Before January 1966, all cars had a manufacturers assigned serial number, not a VIN, which was mandated by the U.S. government for all cars built from 1966 (calendar year) on. The serial number is on a tag located on the top of the right side shock tower in the engine compartment. The serial number gives no information except year and model series. Technically, any changes can be made to the car that were available from the factory and it will be "correct". Serial numbers were assigned to the car when it was ordered from the factory. Numbers with a single letter are assigned to cars made in Kenosha, WI. Special "knock-down" kit cars were made in Kenosha for final assembly at overseas locations. These kits typically excluded upholstery, tires, belts, batteries, and other items that could be supplied from the country of final assembly and a "KD" after the first letter. Hudson had an assembly plant in Toronto, Canada, that ceased operations after 1956. These cars have a "T" before the serial number. Starting serial numbers (first number used for the model year) are listed below: *1956 - D276101; DKD5601; DKT5401 *1957 - D341101

    top

    Unit Body Identification Plate

    The Unit Body Identification Plate for a 1956-57 Rambler Six can be located on the driver's side front door frame between the hinges (not on the door itself as with later models). It can be decoded as follows: Body This is the number assigned to the body as it was being produced. It is different than the serial number. Bodies were produced in batches, so the numbers aren't consecutive to each series. Model This identifies the body and trim styles. The first two digits are the year, the last two or three identify the series, body style, and trim level. Canadian assembled models usually have a "1" as the first number in addition to the four or five described above. Blanks indicate that the body and trim style was not available for the year in question.

    Code w/Body Style and Trim 1956 1957
    15 = 4 door sedan, Deluxe (base) X X
    15-1 = 4 door sedan, Super X X
    15-2 = 4 door sedan, Custom X X
    18-1 = 4 door wagon, Super X X
    18-2 = 4 door wagon, Custom X X
    13-2 = 4 door hardtop wagon, Custom X  
    19-1 = 4 door hardtop sedan, Super   X
    19-2 = 4 door hardtop sedan, Custom X  
    18-2 = 4 door station wagon, Custom X X
    top

    Trim Trim codes indicate interior color and seat material. 1956-57 trim codes are unavailable at this time.

    top

    Paint The following colors were available in 1956-1957. The original color can be determined by looking at the Paint code on the Unit Body Identification Plate. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as "00" or "SPEC". This was normally reserved for large orders in the special color, usually for fleet use. COLOR CHART BELOW IS NOT COMPLETE!

    Paint Code Color Years
    1    
    2    
    3    
    4    
    5    
    6    
    7    
    8    
    9    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    10    
    72    
    90    
    94    
    95    
    97    
    98    
    99    

    Instrument panels were painted body color (primary body color if two tone). Remaining interior moulding and trim was painted one of the following colors to harmonize with interior trim. Interior colors were usually semi-gloss to reduce glare. Interior color codes are unknown at this time." Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    top

    Sequential Assembly Number The unlabeled number at the bottom of the Unit Body Identification Plate is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. At this time there was only one final assembly line in Kenosha; the second line wasn't in operation until 1961. The code for cars assembled in the old Hudson plant in Totonto, Canada, in 1956 (it was closed after 1956) is unknown.

    top

    Bibliography

    The following sources were used to verify the information contained on this page: Standard Catalog of American Motors, ISBN 0-87341-232-X, Krause Publications

    • 1956-57 American Motors Technical Service Manuals
    • 1956-57 American Motors Sales Flyers
    • The Compact Chronicles, copyright 1992, Frank Swygert

    top

    This page is up for adoption! Send an e-mail to Frank Swygert (farna@att.net) or Matt Haas (mhaas@one.net) for information.

    1958-62 Rambler & Classic

     


     

    1958-60 Rambler Six
    1961-62 Rambler Classic


     


     

    1959 Rambler Six Four Door Sedan
    1959 Rambler Six Four Door Sedan


     

    General Information

    When AMC dropped the old full size Nash and Hudson models after 1957, the Rambler and Metropolitan were the only two models left. Rather than restrict themselves to just two models, the 1958 Rambler American was reintroduced (former 1955 Rambler) as a smaller companion to the traditional Rambler, and the "Ambassador by Rambler" was introduced as a "larger", more luxurious model to stand in for the old big cars. The traditional Rambler was simply called Rambler or Rambler Six (V-8 models got their own name and series designation -- see Series 20). With three cars all bearing the Rambler name, the Rambler Rambler Six" was a little confusing! This was remedied in 1961 by dubbing the traditional Rambler the Rambler "Classic".

    1958-62 models are grouped together because they all share the same basic unit body. Strip away the outer sheetmetal, including the rear quarter panels, and the bodies are virtually identical. There are some differences in the 58-59 and 60-62 bodies. The roofline and upper cowl section was changed in 1960, necessitating a different windshield, door window frames, and front/rear door post. Glass interchanges between 58 and 59 models and between 60-62 models.

    Front end styling was very similar for 1958-60 models. Grille inserts changed from year to year as well as side trim. The rear fins changed all three years. 1958 models sported a vertical fin reminiscent of the popular 1957 Chevrolet. This same fin was extended into the rear door for 1959, noticeably changing the profile of the car while retaining the same quarter panel stamping. The forward fin extension was made via a new rear door skin. This was much cheaper than changing the larger and more complicated quarter panel stamping. For 1960 a new quarter panel and rear door skin stamping combined to change to a much more understated fin.

    1961 and 62 models received a totally new front end with the dual headlights placed lower on the grille instead of high at the top of the fender like previous models. New fenders, hood, and grille insert were used, along with slightly changed inner wheel panels, radiator supports, and baffles (what AMC called the crossmembers above and below the radiator). 1961 models retained the subdued fins of the 1960 Classic. New quarter panels were stamped for the 1962 model, all but eliminating the fin, with new round tail lights. A new two door sedan body style was added to the Classic (and Ambassador) line-up, the first two door in the middle Rambler line since 1955. If you wanted a two door Rambler before 1962 you had to buy the smaller American, just forget a V-8 powered two door! 1962 brought an end to that. Over 30,000 two door Classics were sold, but they are rather rare today.

    The 1962 Classic was a transition model for AMC. Not only did it sport the new two door body style, but more importantly it had a new front suspension. The 62 tested the front suspension that was to be the model for all future AMC front suspensions. It used a single lower control arm that pivoted on a new under engine crossmember and used a rubber bushed trailing strut rod to control fore and aft movement. A ball joint was used on the lower arm to handle turning and bumping motion, but the upper joint was still the same trunnion with a pair of stamped steel control arms first introduced in 1950 when other manufacturers were still using king pins (ball joints first appeared in 1954 Ford products). The older four arm trunnion design was lighter and more versatile and adjustable than this hybrid design, but cost more to assemble due to a higher part count. A new steering knuckle (the part the spindle bolts to) was required, but all upper components were the same as previous models. The engine still used a front and rear four point mounting system.
     

    Body Styles And Trim Levels


    There were three trim levels and three body styles available. The body styles and trim levels can be determined from the model number on the Unit Body Identification Plate. The body styles and trim levels are:

    • 4 door sedan in Deluxe, Super, and Custom trim, 1958-61; Deluxe, Custom, and 400 for 1962
    • 4 door hardtop sedan in Super trim, 1958-59; Custom trim, 1960
    •  4 door station wagon in Deluxe, Super, and Custom trim, 1958-61; Deluxe, Custom, and 400 for 1962
    • 5 door station wagon in Super and Custom trim, 1961; Custom only for 1962 (side opening tailgate)
    • 2 door sedan in Deluxe, Custom, and 400 trim, 1962 only

       

    Engines

    The only available was the 195.6 cid OHV inline six, 1bbl, 127 hp. A 138 hp 2bbl version was optional.

    There is a machined pad on the left (driver's) side of the engine near the front and just below the block/head division. This pad contains the 1958-59 Engine Serial Number or the 1960-62 Engine Day Build Code.

    1958-59 Engine Beginning Serial Numbers

    A letter was assigned to each engine size with one barrel carburetor, a following "B" was used for two barrel models along with a different letter. The serial number listed was the first used that year. All possible serial numbers are included to help identify replacement engines. No OHV engines were used in 1958-59 Americans, but OHV engines from the Classic will fit as long as the short shaft American water pump is used. Likewise no 2 bbl OHV engines were used, but Classic versions can be retrofitted (entire engine or just manifold and carburetor).

    • 1958 195.6 OHV 1 bbl - B145001
    • 1958 195.6 OHV 2 bbl - CB9001
    • 1959 195.6 OHV 1 bbl - B227001
    • 1959 195.6 OHV 2 bbl - CB36001

    Beginning in late 1959 the six character Engine Day Build Code was adopted. The first digit indicates the calendar year the engine was built. 1959 = 1, 60 = 2, 61 = 3, etc. Numbers repeated, but no zero was used (1967 =9, 1968 =1; due to a change in the numbering system, 1980 and later uses the last digit of the year (1980 = 0, 1981=1 etc.). The next two numbers will be the month the engine was made in. A letter code will tell engine size. C is the 195.6 cast iron OHV (1bbl or 2bbl), B is the aluminum version of the 195.6 OHV available 1961-64. The letter is followed by the day the engine was assembled. 103B12 indicates 1959, March, 195.6 OHV aluminum block, 12th day (of March).

    It is possible that the engine has been replaced with a newer or older engine. 195.6 cid six cylinder engines made between 1956 and 1965 are direct bolt-in swaps and are externally identical, though water pump design varies slightly on the 56-57 OHV engines. Many aluminum engines have been replaced with longer lived cast iron models. There was nothing wrong with the aluminum engine design, it just required a little more careful maintenance to prevent corrosion and overheating. The wrong anti-freeze would accelerate internal corrosion, and extreme or repeated overheating could warp the block.

    Note: Engine dates are calendar dates and not model year dates. Since model year production actually starts in the previous calendar year, it is possible to have, for example, an engine coded 1958 in a 1959 vehicle and be correct but an engine coded 1960 would not be correct for the same car since no 1960's were manufactured in calendar year 1958.

    top

    Transmissions

    The following Borg Warner transmissions were used in 1958-62 Rambler Six and Rambler Classic. There is no way of knowing what transmission or type was originally installed in a vehicle made before 1966.

    • T-96 three speed manual, available with an optional Borg Warner overdrive unit
    • T-85 three speed manual, available with an optional Borg Warner overdrive unit, as a heavy duty option
    • Borg Warner "Flash-O-Matic" three speed automatic (air cooled torque converter, cast iron case, vacuum modulator -- predecessor to model 35)
    top

    Production Numbers

    Blank columns indicate that the body and trim style were not offered that year.

     

    Body & Trim Style 1958 1959 1960 1961 1962
    4 door sedan, Deluxe 12,723 26,157 37,666 40,398 38,082
    4 door sedan, Super 29,699 72,577 88,004 62,563 -
    4 door sedan, Custom 16,850 35,242 38,003 29,398 68,699
    4 door sedan, 400 - - - - 31,255
    4 door hardtop, Super, Custom       983   2,683   3,937 - -
    4 door station wagon, Deluxe         78     422 24,011 19,848 28,203
    4 door station wagon, Super 26,452 66,739 59,491 38,370 -
    4 door station wagon, Custom 20,131 38,761 32,092 16,394 53,671
    4 door station wagon, 400 - - - - 21,281
    4 door station wagon, Super, 8 pass. - -    8,456    4,465 -
    4 door station wagon, Custom, 8 pass. - -    5,718    2,741    6,322
    2 door sedan, Deluxe - - - - 14,811
    2 door sedan, Custom - - - - 12,652
    2 door sedan, 400 - - - -    5,521
    Total 106,916 242.581 297,378 214,177 280,497

    NOTE: 1961-62 8 passenger wagons are "5 door" -- tailgate is side hinged; 1960 models have standard tailgate.

    For model years 1961 and 1962, Rambler American and Classic models were produced in Canada. AMC had ended Canadian production in 1957, but built a new plant in Brampton, Ontario, in 1960. The first cars were produced in January, 1961, and  total 1961 model year production was  4.168 units; 17.344 were built in 1962. All Canadian built Classics for 1961 were 6 cylinder, but there are no breakouts of American and Classic production.  An approximation would be 2.779 units for 1961 and 11.526 units for 1962.


     

    Dates of model introductions:

    1958 - October 22, 1957
    1959 - October 8, 1958
    1960 - October 14, 1959
    1961 - October 5, 1960
    1962 - October 6, 1961
     

    top

    Serial Numbers & Body Tag Decoder


     

    Serial Numbers

    Before January 1966, all cars had a manufacturers assigned serial number, not a VIN, which was mandated by the U.S. government for all cars built from 1966 (calendar year) on. The serial number is on a tag located on the top of the right side shock tower in the engine compartment. The serial number gives no information except year and model series. Technically, any changes can be made to the car that were available from the factory and it will be "correct". Serial numbers were assigned to the car when it was ordered from the factory. Numbers with a single letter are assigned to cars made in Kenosha, WI. Special "knock-down" kit cars were made in Kenosha for final assembly at overseas locations. These kits typically excluded upholstery, tires, belts, batteries, and other items that could be supplied from the country of final assembly. Cars built in the Brampton, Ontario, Canada, plant have a "T" as a second letter. Starting serial numbers (first number used for the model year) are listed below:

    • 1958 - D409001
    • 1959 - D516001
    • 1960 - C100001
    • 1961 - C400001; CK10701; CT200001 
    • 1962 - C625001; CK11501; CT206001
    top

    Unit Body identification Plate

    The Unit Body Identification Plate for a 1958-62 Rambler Six/Classic can be located on the driver's side front door frame between the hinges (not on the door itself as with later models). It can be decoded as follows:

    Body

    This is the number assigned to the body as it was being produced. It is different than the serial number. Bodies were produced in batches, so the numbers aren't consecutive to each series.

    Model

    This identifies the body and trim styles. The first two digits are the year, the last two or three identify the series, body style, and trim level. Blanks indicate that the body and trim style was not available for the year in question.
     

    Code w/Body Style and Trim 1958 1959 1960 1961 1962
    15 = 4 door sedan, Deluxe (base) X X X X X
    15-1 = 4 door sedan, Super X
         		 X X X
     
    15-2 = 4 door sedan, Custom X X X X X
    15-5 = 4 door sedan, 400
     
     
     
         		 X
    16 = 2 door sedan, Deluxe (base)
         		         X
    16-2 = 2 door sedan, Custom
     
     
     
         		 X
    16-5 = 2 door sedan, 400
     
     
     
         		 X
    18 = 4 door station wagon, Deluxe (base) X X X X X
    18-1 = 4 door station wagon, Super X X X X
     
    18-2 = 4 door station wagon, Custom X X X X X
    18-3 = 4 door station wagon, Super, 8 passenger
     
         		 X X
     
    18-4 = 4 door station wagon, Custom, 8 passenger
     
         		 X X X
    18-5 = 4 door station wagon, 400
     
     
     
         		 X
    19-1 = 4 door hardtop, Super X X
     
     
     
    10-2 = 4 door hardtop, Custom
     
         		 X
     
     


     

    top
     

    Trim

    1958-59 trim codes use three digits. The first digit is the last number in the model year (1958 = 8) and the last two represent the seat covering material and color. In 1960 a four character code that may be prefixed by a "T" was adopted. The first character is the last digit of the model year. The second character represents the seat type 1960-63, the model (first digit of series) from 1964 on. The third is the upholstery color, and the fourth is the upholstery material for 60-63 and seat type for 1964 on. Letters after the numeric code indicate the corresponding seat types that were available. Special order interiors were available for large orders (usually fleet vehicles) and will have a code of "00".

    1958 Upholstery Material and Color Codes (colors not currently available)

    Cloth

    • 60 - Deluxe
    • 01, 03, 06, 07 - Super
    • 10-17, 19, 20 - Custom

    Vinyl

    • 00 - Deluxe
    • 61-64, 66-69 - Super
    • 70-73, 75, 76 - Custom

    1959 Upholstery Material and Color Codes (colors not currently available)

    Cloth

    • 20 - Deluxe
    • 22-25 - Super
    • 42-48 - Custom

    Vinyl

    • 21 - Deluxe
    • 32-35 - Super
    • 52-58 - Custom

    1960-62 seat types are as follows:

    • 5 - Standard Bench, Deluxe
    • 6 - Standard Bench, Super
    • 7 - Standard Bench, Custom

    1960-62 trim colors are not currently available.

    top

    Paint

    The following colors were available in 1958-1962. The original color can be determined by looking at the Paint code on the Unit Body Identification Plate. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as "00" or "SPEC". This was normally reserved for large orders in the special color, usually for fleet use.

    COLOR CHART BELOW IS NOT COMPLETE!
     

    Paint Code Color Years
    1 Classic Black 1958
    2
         		 Kimberly Blue Medium
         		 1958
    3
         		 Saranac Green Medium 1958
    4 Alamo Beige Light 1958-60
    5 Autumn Yellow 1958-60
    6 Georgian Rose 1958
    7 Mariner Turquoise 1958
    8
     
    		 Chatsworth Green
         		 1959-60
     
    9
     
    		 Pine Ridge Green Metallic
         		 1959
     
    10
     
    		 Placid Blue
         		 1959-60
     
    11
     
    		 Nocturne Blue Metallic
         		 1959
     
    12
     
    		 Alladin Gray Metallic
         		 1959
     
    13
     
    		 Oriental Red
         		 1959-60
     
    14
     
    		 Carmel Copper Metallic
         		 1959
     
    15
     
    		 Aqua Mist Metallic
         		 1959-60
     
    16
     
    		 Cotillion Mauve
         		 1959
     
    17
     
    		 Hibiscus Rose
         		 1959
     
    18
     
    		 Westchester Green
         		 1960
     
    19
     
    		 Sovereign Blue
         		 1960
     
    20
     
    		 Dartmouth Gray
         		 1960
     
    21
     
    		 Harvard Gray
         		 1960
     
    23
     
    		 Echo Green
         		 1960
     
    24
     
    		 Auburn Red
         		 1960
     
    25
     
    		 Festival Rose
         		 1960
     
    72 Frost White 1958-60
    90 Mardi Gras Red 1958
    94 Cinnamon Bronze Medium 1958, 1960
    95 Gotham Gray Medium 1958
    97 Brentwood Green Light 1958
    98 Lakeshore Blue Light 1958
    99 Frontenac Gray Light 1958-60


    Instrument panels were painted body color (primary body color if two tone). Remaining interior molding and trim was painted one of the following colors to harmonize with interior trim. Interior colors were usually semi-gloss to reduce glare.

    • N-45 Satin Black (58-60)
    • N-80 Metallic Medium Blue (58)
    • N-81 Metallic Medium Green (58)
    • N-109 Pine ridge Green Metallic (59)
    • N-110 Nocturne Blue Metallic (59)

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    top

    Sequential Assembly Number

    The unlabeled number at the bottom of the Unit Body Identification Plate is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. At this time there was only one final assembly line in Kenosha; the second line wasn't in operation until 1961. Brampton opened in 1960, with 1961 Classics being the first cars to roll off the line.

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • AMC Rambler Club 1958-1969 Production Handbook
    • Standard Catalog of American Motors, ISBN 0-87341-232-X, Krause Publications
    • 1958-62 American Motors Technical Service Manuals
    • 1958-62 American Motors Sales Flyers
    • 1958-62 American Motors Collision Parts Books
    • The Compact Chronicles, copyright 1992, Frank Swygert

    top



    This page maintained by Frank Swygert, farna@att.net

    1963-66 Rambler Classic & Rebel

    1963-66 Rambler Classic
    1966 Rambler Rebel

    1964 Rambler Classic Four Door Sedan
    1964 Rambler Classic Four Door Sedan

    General Information

    The entire 1963 AMC model line-up was awarded the "Car of the Year" award by Motor Trend magazine for excellence in engineering. This award was earned by the all new 1963 Classic and Ambassador, the old style American (which would be overhauled for 1964) was included simply "because it was there". The only change to the American line was the introduction of a hardtop model.

    Until the introduction of the 63 Classic, unit body cars were welded together piece by piece from many small stampings. The sides of the new body still required many pieces, but the outer panel was one large stamping. This formed a very rigid box structure that included the door frames and outer rocker panel. Doors fit better due to the nicely rounded corners and fewer welds were required for assembly. A very large press was required to make the approximately 4'x6' panel, the largest press used by any auto manufacturer at the time. The car could be lighter, and was much safer in side impact situations than previous models since it was now unlikely that any of the side structure would come apart by breaking welds, no matter how hard the impact. The author got to test that theory when his 1963 Classic wagon was struck in the side by a 1999 Nissan Exterra traveling at 45-50 mph. The Classic was totaled, but the driver received nothing more than a bruised shoulder. The driver's side rear door and the rear suspension rail was pushed in 14 inches, but all welds held -- partly due to the single outer panel which couldn't break apart.

    The main innovation was not the much applauded one piece outer panel though, it was the floor pan. Older unit bodies were built similar to full frame cars. There was a rail made up of sheet metal welded to the floor that ran from bumper to bumper. From underneath the car, this looked very much like a full frame that had been welded to the floor panels, and in essence it was. Since the rails were integrated directly with the rest of the body they could be much lighter than full frame rails, which had to stand alone with no other support. The body did provide some rigidity in full frame construction, but it wasn't the major support like it was with a unit body.

    The 63 Rambler introduced the now almost universal "three box" construction process. The car body is made up of three main sections: passenger compartment, engine bay/front suspension rails, and trunk area/rear suspension rails. The key to the strength of the passenger box was the big one piece outer stamping. This made the rocker panels much stronger and created a strong truss-like or "bridge" structure by incorporating the door frames into the rocker panel. Stronger rocker panels were needed because the continuous rail was gone -- the rockers now formed the center part of those rails. The front and rear suspension rails extended from partially under the floor to the bumper mounts. They were held to the floor by the wheel well panels and cross braces welded directly to the floor. The front and rear raisl were in turn welded to these cross braces, forming the complete floor. Much of the engine and trunk compartments could be crushed with little effect to the passenger "box", though "crush zones" weren't yet part of the design. In fact, front and rear sheet metal design to crush at a predetermined rate is just about the only improvement to the "three box" design since AMC introduced it in the U.S. (the author is uncertain if this construction method was introduced earlier elsewhere, but doesn't believe so).

    1963 and 64 Classics are almost identical. The grille was changed from a concave to a flat design in 1964. Fenders remained the same as 63 models with new headlight bezels to match the new grille. The grille dipped some in the center, requiring a new hood to match. Rear treatments were virtually the same for 63 and 64 as well. The 64 models received a new casting for the tail lights with flat oval lenses. Most parts will interchange between 63 and 64 models with few exceptions. Since 1963 and 64 Ambassadors shared the same body, including wheelbase, with the Classic, Ambassador parts interchange as well. The only differences between the Classic and Ambassador are trim, grilles, and tail light treatments. The Classic was sold in some overseas locations with some of the Ambassador trim pieces. These models are still considered some of the best looking "run of the mill" AMC sedans ever made.

    The 1963 Classic/Ambassador design is often wrongfully attributed to Richard Teague, but was mainly the work of Edmund Anderson, who had been with the company since around 1950. Part of the reason Teague often gets credit is that Anderson retired from AMC in late 1962, leaving Teague, Anderson's number two man, in charge of styling. Because of his position in the AMC styling department, Teague certainly did some work on the 63 Classic, but by the time Anderson left the 63 Classic design was already "set in stone". Auto designs are developed years in advance, and have to be finalized one or two years before production so that tooling can be made ready. Anderson was responsible for the "Farina" Nash of 1952 -- he revised the highly acclaimed Italian designer's contracted work for Nash into something that the Nash leadership found more to their tast, but the "Farina" name stayed because of marketing value. Anderson revamped the 1955 Nash Rambler into the 58-60 American, and the restyled the American for 1961. The 1964 American, based highly on the 63 Classic body, was also Anderson's work.

    For 1965 the Classic received a styling change. This was the first car that the new AMC president, Roy Abernethy, was able to influence. Mr. Abernethy took over AMC in mid 1962 when George Romney resigned to pursue a political career. Abernethy liked big cars. He couldn't remake the total Rambler line, but determined to push AMC up in the automotive market. It makes some sense, though it proved to be a disastrous move. Mr. Abernethy saw the higher profit potential that could be reached by putting the bigger Ramblers in the Mercury/ Buick/ Pontiac/ Oldsmobile/ Chrysler segment. There turned out to be two problems: this was a highly competitive market, and the traditional Rambler buyer was looking for good value (more "bang for the buck") and something a little different than the other makes, not more of the same. Once put on this path, it would take several years to realize how it would affect the company, then several more years to bring it back around -- years that AMC couldn't afford. For this reason Abernethy takes the brunt of the blame for AMC's eventual demise, but he made decesions that made sense at the time. Hindsight is such a wonderful thing! Would AMC still be in business today? Well, it may have lasted a bit longer, but there are no more independent auto manufacturers in the world that have any real impact like AMC once did.

    The 1965 and 66 models are, like the 63 and 64, nearly identical with good parts interchangeability. To make the cars look bigger while retaining the same bare unit body design, the bodies were squared off. The square bodies looked bulkier, but were actually the same size as the 63 and 64 models. A ridge appeared down the outer side of the car, the peak formed by a strip of chrome trim. The squared off styling cost a lot of money to implement -- every outer panel except the roof had to be replaced. While the 63-64 Classic and Ambassador shared most body parts, the 65 Ambassador received a totally different front and rear end treatment with vertically stacked headlights, requiring different front fenders, hood, and grille as well as different rear quarter panels, and a four inch wheelbase extension between the firewall and front wheels. The shared panels of 63-64 reduced production cost dramatically, the totally different styling of 65-66 was costly. That's one reason that the 66 models had very few changes from the 65. The only major change was a different grille that retained all the 65 sheet metal. Some interior and exterior trim was changed as well.

    top

    Body Styles And Trim Levels

    There were three trim levels and four body styles available. The body styles and trim levels can be determined from the model number on the Unit Body Identification Plate. The body styles and trim levels are:

    • 4 door sedan in 550, 660, and 770 trim
    • 4 door station wagon in 550, 660, and 770 trim
    • 5 door station wagon in 550, 660, and 770 trim; 1963 only (side opening tailgate; 5 door not counted as separate body style)
    • 2 door sedan in 550, 660, and 770 trim
    • 2 door hardtop in 770, 770H (bucket seat hardtop), and Rebel (1966 only) trim

    top

    Engines

    1962 and 1963 Classic models did not have a V-8 option -- the 250 V-8 was dropped after 1961, leaving just the 327. Since the bodies were shared between the Classic and Ambassador, the engine was used to differentiate between them. If you wanted a V-8 Rambler you had to buy an Ambassador. There had been less than $200 between the 61 Classic six and V-8, and there was just under a $300 difference between the 63 Classic and Ambassador. There was the perception, however, that the fancier Ambassador was much higher, leading dealers to clamor for a V-8 option for the Classic. Part of this perception was caused by the dealers, who tended to order lightly optioned Classics for value, and heavily optioned Ambassadors for comfort and style. A smaller displacement V-8 (287) was introduced in the Classic line in February of 1963. The cost difference between it and an equivalent Ambassador (with a larger 327 V-8) was only $100, but this gave dealers a lot more flexibility in giving the customer what they needed or wanted.

    • 1963-64: 195.6 cid OHV inline six, 1bbl, 127 hp, cast iron or aluminum block. A 138 hp 2bbl version of each was optional.
    • April 1964: 232 cid OHV inline six, 1bbl, 145 hp. Stock Typhoon coupe, optional all
    • 1965-66: 232 cid OHV inline six, 1bbl, 145 hp. Stock for 660, 770, 770H, optional for 550
    • 1965-66: 199 cid OHV inline six, 1 bbl, 128 hp. Stock for 550 only
    • 1965-66: 232 cid OHV inline six, 2bbl, 155 hp, optional all
    • February 1963-64: 287 cid OHV V-8, 2bbl, 198 hp, optional all
    • 1965-66: 287 cid OHV V-8, 2bbl, 198 hp, optional 660 and 770 only
    • 1966: 327 cid OHV V-8, 2bbl, 250 hp, optional 660 and 770 only
    • 1965-66: 327 cid OHV V-8, 4 bbl, 270 hp, optional 660 and 770 only

    There is a machined pad on the left (U.S. driver's) side of the engine near the front and just below the block/head division. This pad contains the Engine Day Build Code. The first digit indicates the calendar year the engine was built. 1959 = 1, 60 = 2, 61 = 3, etc. Numbers repeated, but no zero was used (1967 =9, 1968 =1; due to a change in the numbering system, 1980 and later uses the last digit of the year (1980 = 0, 1981=1 etc.). The next two numbers will be the month the engine was made in. A letter code will tell engine size, followed by the day the engine was assembled. 503C12 indicates 1963, March, 195.6 OHV cast iron block, 12th day (of March). Letter codes are:

    • C - 195.6 cast iron OHV inline six; 1bbl or 2bbl
    • B - aluminum 195.6 OHV inline six; 1bbl or 2bbl
    • J - 199 OHV inline six, 1 bbl
    • L - 232 OHV inline six; 1bbl or 2bbl
    • E - 327 OHV V-8, 2bbl
    • F - 327 OHV V-8, 4bbl
    • G - 287 OHV V-8, 2bbl

    It is possible that the engine has been replaced with a newer or older engine. 195.6 cid six cylinder engines made between 1956 and 1965 are direct bolt-in swaps and are externally identical, though water pump design varies slightly on the 56-57 OHV engines. Many aluminum engines have been replaced with longer lived cast iron models. There was nothing wrong with the aluminum engine design, it just required a little more careful maintenance to prevent corrosion and overheating. The wrong anti-freeze would accelerate internal corrosion, and extreme or repeated overheating could warp the block. A 199 or 232 is often used as a replacement for the 195.6 due to greater parts availability and, in the case of the 232, more power.

    199/232/258 engines made from 1964-71 share the same bell housing bolt pattern with the 195.6, but the block design of the 199/232 repositions the starter so that it will not mesh with the 195.6 flywheel. Transmissions will interchange with the correct bell housing and flywheel (or flexplate). Six cylinder engines are often replaced with V-8s. Consult serial numbers to confirm original engine size and type.

    Note: Engine dates are calendar dates and not model year dates. Since model year production actually starts in the previous calendar year, it is possible to have, for example, an engine coded 1962 in a 1963 vehicle and be correct but an engine coded 1964 would not be correct for the same car since no 1964's were manufactured in calendar year 1963.

    top

    Transmissions

    The following Borg Warner transmissions were used in the 1963-66 Rambler Classic. There is no way of knowing what transmission or type was originally installed in a vehicle made before 1966.
    • T-96 three speed manual, available with an optional Borg Warner overdrive unit, 195.6 and 199 six cylinder only
    • T-86 three speed manual, available with an optional Borg Warner overdrive unit, 232 six and V-8s; heavy duty option for 195.6
    • T-10 four speed manual, 1966 V-8 only
    • Borg Warner "Flash-O-Matic" T-35 three speed automatic, air cooled torque converter, cable operated throttle valve; 195.6 only
    • Borg Warner "Flash-O-Matic" M-4x three speed automatic, water/oil cooled, cable operated throttle valve; all six cylinders except 195.6
    • Borg Warner "Flash-O-Matic" M-10 three speed automatic, water/oil cooled, cable operated throttle valve; V-8 only

    top

    Production Numbers

    Blank columns indicate that the body and trim style were not offered that year.

    Body & Trim Style1963196419651966
    4 door sedan, 550
    46.759
    		24.070
    		28.38122,485
    4 door sedan, 660
    82.713
    		48.958
    		49.158
    		-
    4 door sedan, 770
    43.150
    		23.78823.54746,044
    2 door sedan, 550
    15.409
    		6.999
    		7.0825,505
    2 door sedan, 660
    12.433
    		4.849
    		4.081-
    2 door sedan, 770
    6.837
    		1.947
    		-
    		-
    4 door station wagon, 550
    29.579
    		15.36313.759
    		9,390
    4 door station wagon, 66053.51937.579
    		31.948-
    4 door station wagon, 77023.71819.358
    		15.59924,528
    5 door station wagon, 660, 8 pass.6.902-
    		-
    		-
    2 door hardtop, 770-
    		20.868
    		14.7628,736
    2 door Typhoon hardtop (1964), 770 H (1965), Rebel (1966)-
    		2.520
    		5.7067.512
    770 convertible (1965), Rebel convertible (1966)-
    		-
    		4.9531.806
    ckd units
    		-
    		5.252
    		5.040

    Total
    		321.019
    		211.551204.016
    		126.006

    NOTE: 1963 8 passenger "5 door" wagon has side hinged tailgate.

    These models were also built in Canada. Available AMC model year production totals for 1963 to 1965 do not report subtotals by car line or models. However, estimates can be made from  available Canadian serial numbers, sales numbers and partial information reported by Automotive news and Ward's. Based on a review of information available, the Canadian model year production of Classic models is as follows :

                  1963 :  19.008        1964 :  18.993      1965 :  18.992      1966 : 11.606.

    Dates of model introductions:

    • 1963 - October 5, 1962 (Classic V-8, February 1963)
    • 1964 - October, 1963
    • 1965 - September, 1964
    • 1966 - October 7, 1965

    top

    Serial Numbers & Body Tag Decoder

    1963-Early 66 Serial Numbers

    Before January 1966, all cars had a manufacturers assigned serial number, not a VIN, which was mandated by the U.S. government for all cars built from 1966 (calendar year) on. The serial number is on a tag located on the top of the right side shock tower in the engine compartment. The serial number gives no information except year and model series. Technically, any changes can be made to the car that were available from the factory and it will be "correct". Serial numbers were assigned to the car when it was ordered from the factory. Numbers with a single letter are assigned to cars made in Kenosha, WI. Special "knock-down" kit cars were made in Kenosha for final assembly at overseas locations. These kits typically excluded upholstery, tires, belts, batteries, and other items that could be supplied from the country of final assembly. Cars built in the Brampton, Ontario, Canada, plant have a "T" as a second letter. Only a few early 1966 models have serial numbers, the majority will have a VIN. Starting serial numbers (first number used for the model year) are listed below:

    • 1963 - six cylinder: G100001, GK100001, GT220001 (195.6 1 or 2 bbl); V-8: Z100001, ZK10001 (287)
    • 1964 - six cylinder: G500001, GK140001, GT239001 (195.6 1 or 2 bbl); V-8: Z155001, ZK11001 (287); Typhoon HT: L100001 (232 2bbl)
    • 1965 - six cylinder: J100001, JK100001, JT500001 (199); L150001, LK100001, LT500001 (232); V-8: Z275001, ZK12001, ZT500001 (287); U100001, UK100001 (327)
    • 1966 - six cylinder: EK100001 (199 1bbl, export only); F100001, FK100001 (232 1bbl); G100001, GK100001 (232 2bbl); V-8: H100001, HK10001 (287 2bbl); J100001, JK100001 (327 2bbl); K100001, KK100001 (327 4bbl)

    top

    1966 Vehicle Identification Number (VIN)

    A Vehicle Identification Number, or VIN, was mandated by the U.S. government beginning in January 1966. Most manufacturers started using them prior to this date, but it is unknown when AMC actually started using them. The VIN tag on all 1966 AMCs is located on the top of the right side shock tower in the engine compartment, the same location as prior model serial numbers. The VIN is also stamped into the left frame sill behind the steering gear box. It is necessary to remove the steering gear box to view the VIN in this location. A 13 character VIN is used from 1966 through the 1980 model year. The government mandated the number of characters and that the first two characters contain manufacturer and year of manufacture. The VIN was required to contain specifics of the drive train but in no specific order. The remaining characters were under the discretion of the manufacturer.

    The 1966 Classic 13 character VIN can be decoded as follows:

    CompanyYearTransmission TypeSeriesBody TypeTrim LevelEngineSequential Serial Number*
    A6
    		F1
    		3
    		7B100001
    Note: Character one is always an A (American Motors) and character four is always a one for 63-66 Classics.
    Char. 2 - Year
    6
    		1966
    Char. 3 - Transmission Type
    AColumn shift automatic
    CFloor shift automatic
    S
    		Three speed column shift
    MFour speed floor shift
    Char. 5 - Body Type
    54 door sedan
    62 door sedan
    72 door convertible
    84 door wagon
    92 door hardtop




    Char. 6 - Trim Level
    0
    		550
    5
    		770
    7
    		Rebel
    Char. 7 - Engine
    E
    		199 cid, 1 bbl
    F
    		232 cid, 1 bbl
    G232 cid, 2 bbl
    E232 cid, 1 bbl
    H287 cid, 2 bbl
    J
    		327 cid, 2 bbl


    The last six digits are the numbers assigned to the car when it was ordered from the factory. Numbers starting at 100001 are assigned to cars made in Kenosha, WI. Numbers starting at 700001 are assigned to cars made in the Brampton plant in Ontario, Canada.

    top

    Unit Body identification Plate

    The Unit Body Identification Plate for a 1963-66 Rambler Classic can be located on the latch edge of the driver's door. It can be decoded as follows:

    Body

    This is the number assigned to the body as it was being produced. It is different than the serial number. Bodies were produced in batches, so the numbers aren't consecutive to each series.

    Model

    This identifies the body and trim styles. The first two digits are the year, the last two or three identify the series, body style, and trim level. Blanks indicate that the body and trim style was not available for the year in question. Replace the "1" (Series 10) with a "2" (Series 20) for 1963 Classic V-8 models. 1964 and later six and V-8 models used the same Series number (10).

    Code w/Body Style and Trim1963196419651966
    15 = 4 door sedan, 550 (base)XXXX
    15-2 = 4 door sedan, 660X
    		XX 
    15-5 = 4 door sedan, 770XXXX
    16 = 2 door sedan, 550 (base)X
    		X
    		X
    		X
    16-2 = 2 door sedan, 660 XXX 
    16-5 = 2 door sedan, 770X
    		X


    17-5 = 2 door convertible, 770

    		X
    		X
    18 = 4 door station wagon, 550 (base)XXXX
    18-2 = 4 door station wagon, 660XXX 
    18-4 = 5 door station wagon, 660, 8 passengerX


    18-5 = 4 door station wagon, 770X
    		X
    		XX
    19-5 = 2 door hardtop, 770

    		X
    		X
    		X
    19-7 = 2 door hardtop, 770H

    		X
    		X

    19-7 = 2 door hardtop, Rebel


    		X

    top

    Trim

    In 1960 a four character code that may be prefixed by a "T" was adopted. The first character is the last digit of the model year. The second character represents the seat type 1960-63, the first digit of trim designation (5 =550, 6=660, 7=770) from 1964 on. The third is the upholstery color, and the fourth (always a letter) is the upholstery material for standard seat types or optional seat type and material. Special order interiors were available for large orders (usually fleet vehicles) and will have a code of "00".

    1963 seat types are as follows:

    • 5 - Standard Bench, Deluxe
    • 6 - Standard Bench, Super
    • 7 - Standard Bench, Custom

    Standard seat upholstery material codes:

    • C - cloth
    • V - vinyl
    • P - porous vinyl

    1964-66 optional seat types:

    • B - porous vinyl ("Vinylair")
    • D - slim bucket, cloth (64-65)
    • D - reclining bucket,cloth (66)
    • E - slim bucket, vinyl (64-65)
    • E - reclining bucket, vinyl (66)
    • G - wide bucket, cloth (64-65)
    • H - wide bucket, pleated vinyl (64-65)

    1963-66 trim colors are not currently available.

    top

    Paint

    The following colors were available for the 1963-66 Classic. The original color can be determined by looking at the Paint code on the Unit Body Identification Plate. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P (for "paint"?) or suffixed with an A (for acrylic enamel). Note that some cars were painted non-standard colors. These cars will typically have a code such as "00" or "SPEC". This was normally reserved for large orders in the special color, usually for fleet use.

    Paint CodeColorYears
    P1
    		Classic Black1963 - 1966
    P3AAntigua Red1965, 1966
    P4AMystic Gold Metallic1965
    P5ALegion Blue1965
    P6AViscount Blue Metallic1965
    P7ASeaside Aqua1965
    P8AMarina Aqua Metallic1965
    P9AAtlantis Aqua Metallic1965
    P10AMontego Rose1965
    P11ABarcelona Taupe Metallic1965
    P12ACorral Cordovan Metallic1965
    P13ASolar Yellow Metallic1964, 1965
    P14ASilver Metallic1965
    P15ABrisbane Blue Metallic1966
    P16ABritannia Blue Metallic1966
    P17ACrescent Green1966
    P18AGranada Green Metallic1966
    P19ABalboa Aqua1966
    P20ACortez Aqua Metallic1966
    P21AMarquessa Mauve Metallic1966
    P23ASamoa Gold Metallic1966
    P24ACaballero Tan Metallic1966
    P25AApollo Yellow1966
    P30Briarcliff Red1963
    P37ASungold Metallic1966
    P40Majestic Blue Metallic
    		1963
    P41
    		Corsican Gold Metallic
    		1963
    P43
    		Scepter Silver Metallic
    		1963, 1964
    P44
    		Bahama Blue
    		1963
    P45
    		Cape Cod Blue Metallic
    		1963
    P46
    		Palisade Green
    		1963
    P47
    		Aegean Aqua Metallic
    		1963
    P48
    		Calais Coral Metallic
    		1963
    P49
    		Valencia Ivory
    		1963
    P50
    		Concord Maroon Metallic
    		1963
    P51Rampart Red1964
    P52ASentry Blue Metallic1964
    P53Forum Blue1964
    P54AWoodside Green Metallic1964, 1965
    P55Westminster Green1964
    P56Aurora Turquoise1964
    P57Lancelot Turquoise Metallic1964
    P58Bengal Ivory1964
    P59Emperor Gold Metallic1964
    P60AContessa Rose Metallic1964
    P61Vintage Maroon Metallic1964
    P72
    		Frost White
    		1963 - 1966


    Instrument panels were painted body color (primary body color if two tone). Remaining interior molding and trim was painted one of only a few colors to harmonize with interior trim. Interior colors were usually semi-gloss to reduce glare

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    top


    Sequential Assembly Number
    The unlabeled number at the bottom of the Unit Body Identification Plate is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Vehicles were assembled in batches as needed -- i.e., 10 Americans may be assembled then 20 Classics followed by 15 Ambassadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines. At this time there was only one final assembly line in Kenosha; the second line wasn't in operation until 1961. Brampton opened in 1960, with 1961 Classics being the first cars to roll off the line.

    top


    Bibliography

    The following sources were used to verify the information contained on this page:
    • AMC Rambler Club 1958-1969 Production Handbook
    • Standard Catalog of American Motors, ISBN 0-87341-232-X, Krause Publications
    • 1958-62 American Motors Technical Service Manuals
    • 1958-62 American Motors Sales Flyers
    • 1958-62 American Motors Collision Parts Books
    • The Compact Chronicles, copyright 1992, Frank Swygert
    • Ward's Automotive yearbook, 1967
    • Automotive news almanac, 1963 - 1967

    top

    This page maintained by Frank Swygert (farna@att.net)

    1967-70 Rambler Rebel/Rebel <---EMPTY

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1971-74 Matador <---EMPTY

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1974-78 Matador Coupe

    Page Title


    car pictures go here

    General Information

    The 1974 Matador Coupe was an all-new car introduced at the end of the 'musclecar' era. The styling was quite radical at the time. Some have said that AMC's involvement with NASCAR had an influence on the design of the Matador Coupe. It is also said that the short-lived 1970 AMX/3 had an influence on this design. Richard Teague had been instrumental in creating some beautiful and sucessful designs for AMC, and this was another stunning example of his talents.


    In 1974, the Matador Coupe was available in several levels of trim and engine options. There was the base model, the Brougham, the exclusive Oleg Cassini model and the X model. Engines ranged from the 258 6-cylinder to the 401 V8. 1974 was the only year for the 401 engine option. only 335 401-equipped Matador Coupes were produced. It is reported that 4 Matador Coupes were produced with the 401 engine in 1975.

    In NASCAR, Bobby Allison drove the new Matador and was successful. The distinctive red-white-blue painted number 12 and 16 were unmistakeable.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    Series 20 (1957 - 61 Rebel and Classic V8)

    Info about Series 20 cars goes here.

    1957-60 Rebel (V-8) <---Empty

    Page Title


    car pictures go here

    General Information

    Surley someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in 1966-1969. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1961 Classic <---Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in 1966-1969. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    Rambler and Classic V8, 1958 - 1961

                                   Origin of the AMC V8

     

    When the American Motors Corporation (AMC) was formed in May of 1954, neither of its two parent companies, Nash and Hudson, had a V8 engine ready for production. AMC President George Mason, who was an advocate of sharing technology among the four independent automakers then in existence, understood that a V-8 engine would be essential for the 1955 models . He contracted with the Packard Motor Company, soon to be Studebaker Packard, for a supply of Packard Clipper V8 engines and transmissions to be sent to Kenosha for installation in the top-line Nash Ambassador and Hudson Hornet models for 1955 and 1956. However, Mason and his successor, George Romney (Mason passed away during 1954) also understood that an AMC V8 was urgently needed. Fortunately, Nash had done some development work on a V8 and was able to put a V8 into production in the spring of 1956, after perhaps 18 months of intensive work. The first AMC V8 was a 250 cubic inch (4.1 liter) engine with a 2 barrel carburetor and a horsepower rating of 190. Instead of offering it as an option in the Nash Statesman and Hudson Wasp, which were smaller 6 cylinder versions of the Ambassador and Hornet, it called the V8 models Ambassador Specials and Hornet Specials. Thus equipped, the cars offered performance competitive to similarly priced Dodge, Pontiac and Mercury models, but few buyers were look at Nash or Hudson in 1956.

     

    The next year, AMC dropped the Statesman/Ambassador Special/Wasp/Hornet Special models. The large Ambassador and Hornet remained in production with a 327 cubic inch (5.35 liter) AMC V8 replacing the Packard. Rambler buyers were offered the 250 V8 used in the Ambassador Special/Hornet Special. A highly collectible Rambler Rebel 4 door hardtop was built in low volume (1.500 units) with the 327 V8/ 4 barrel/ 255 hp used in the much larger Ambassador and Hornet models. This car was a definite high performance car by the standards of 1957, which meant that it could reach 60 mph very quickly and stay there, but suspensions and brakes, although much enhanced over standard models, were inadequate. The model was dropped after one year because it was not consistent with AMC's strategy of selling practical transportation, but the "Rebel" name was applied to Rambler Deluxe/Super/Custom models for 1958 - 1960 which were equipped with V8 engines.

     

          Rambler Rebel and Classic V8 models, 1958 - 1961.

     

    The Rambler Deluxe, Super and Custom models for 1958 were completely redesigned from the 1956 - 1957 models, although they were built on the same 108 inch wheelbase and were the same size inside and out. The cars appeared to be larger, and this appealed to many buyers who wanted something in between a small car and the very large "low priced" Chevrolet, Ford and Plymouth which were Rambler's competition. AMC called them "compact", which they were, but the weight difference between a comparably equipped Rambler and one of the others was only about 200 pounds. What AMC was really selling was practical transportation, a family car comfortable for six five people, well built and economical. This formula worked very well for 1958 and succeeding years, while AMC had a monopoly or near monopoly. AMC was the only manufacturer offering across-the-board unit body construction (adopted by Chrysler in 1960, followed by GM and Ford) and complete immersion rustproofing, two factors that contributed to their success with the practical minded.

     

    The standard V8 for 1958 - 1961 was the 250 cubic inch V8. For 1958 and 1959, the standard and only version came with a 4 barrel carburetor and produced an advertised 215 hp. Transmission choices were manual, overdrive and the "Flashomatic" supplied by Borg Warner. Because of the weight advantage, this car offered slightly better performance and less fuel consumption than competing cars, according to contemporary evaluations. Interesting options included a front torsional anti roll bar, dual exhausts, and for 1959, rear air cil suspension. But Rambler was selling economy and practicality, not performance, and it is not likely that many were optioned this way. For 1960 and 1961, the standard engine was a two barrel with 200 hp, and the 4 barrel/215 hp became optional. Also for 1961, the "Rebel" name was dropped in favor of "Classic V8". A major revision of the 108 inch wheelbase unit body for 1962 placed both the Classic and Ambassador on this platform, but the Classic models did not have a V8 option.

                            U.S. and Canadian production

      1958 1959 1960 1961
    Deluxe sedan         22       113      143          121
    Super sedan   2.146    3.488   3.826      2.156
    Super wagon   1.782    3.634   4.046      2.264
    Custom sedan   2.595    4.046   3.969       2.180
    Custom 4 door hardtop       410        691       579 not offered
    Custom wagon   3.101    4.427   4.499       2.159
    total 10.056 16.399 17.062       8.880  

    No Ramblers were built in Canada between 1958 and 1960. AMC opened a manufacturing plant in Brampton, Ontario in 1960, and 3.568 Classics were built for the 1961 model year. It is not known how many were V8 models.

                                               1962 Ambassador V8

    This model should be considered here because it was a continuation of the 1958 - 1961 Classic V8 with an Ambassador nameplate and equipment.   AMC dropped the  117 inch wheelbase unit body used for the 1958 - 1961 Ambassador models and built both Classic and Ambassador models for 1962 on the same 108 inch wheelbase. The main difference between the two is that the Classic was only available as a six,  the Ambassador only as a V8, the same 327 cubic inch (5.35 liter) V8 used on 1958 - 1961 Ambassadors. The engine was available  with either a two or four barrel carburetor, 250 or 270 hp. The only other difference is that the Ambassador had a sway-stabilizer bar on the front because of the engine weight, and interiors were more deluxe. Both cars had an optional dual hydraulic cylinder system for power brakes, a useful innovation offered for the first time. The 108 inch body was heavily revised for 1962.  When it was introduced in 1956, only four-door models were offered to minimize production costs, but the 1962 revision permitted them to offer two door sedans for the first and only time, because a brand new platform for both cars would be introduced in 1963. The cars sold better than any of the 1958 - 1961 models, in what was a good year for the company.

                                                         U.S. and Canadian production

     

    1962 Rambler Ambassador production (U.S.)
      2 door 4 door wagon total
    Deluxe   45     421       77      543
    Classic 659 7.398 4.302 12.359
    400 459 15.120 7.690 23.269
    total       36.171

    The Rambler American and Ambassador were added to the assembly line at AMC's new Brampton, Ontario, facility for 1962.  The actual number of cars built for the 1962 model year was  12.944.  It is not known how many were Ambassadors, but from serial numbers it can be estimated that approximately  7.600 Classics and Ambassadors together were built.

     

                                      Sources

    5800 series summary of U.S. production - automobiles. AMC internal memo, 1958.

    5900 series summary of U.S.production - automobiles. AMC internal memo, 9/17/59

    Mike Sealey. AMC V8 engines. (article at www.allpar.com)

    1958 - 1969 AMC production handbook. AMC Rambler Club (www.amcrc.org).

    Ward's automotive yearbook.

    Standard catalog of American Motors. Motorbooks International, 1993.

    Auto Editors of Consumer Guide. Encyclopedia of American cars. Publications International, 2006

     

    Series 30 (1957 Rebel six, 68-70 AMX, Eagle)

    Info about Series 30 cars goes here.

    1957 Rebel Six <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1968-70 AMX-SS variation

    1969 Hurst SS/AMX


    car pictures go here

    General Information

    Followers of SS history may think that the information gap challenges that currently exist are endemic to these specific cars alone, they are not. As recent as 2009, the vin numbers pertaining to the 50 Fred Gibb COPO '68 Novas were not publically known. Later that year Helen Gibb released the vin sequence for all 50 cars after 40 plus years of speculation. True, all 50 cars ( a number not disputed over the years ) were delivered to one dealer and presumably one source kept the records ( Fred Gibb, and then his widow ), but nonetheless, the general public  did not know the specific vins before she released the information in 2009. In the case of the SS AMX and the exact original vin run, there are those that claim they know the numbers, and if so, the stated motive of "protecting" SS owners from unscrupulous types cashing in on fakes if the final tally, 50, 51, 52, 53, or 54 original SS's built were known exactly by their vin number identification, tends to sound ridiculous when the far greater value Fred Gibb cars are all known down to the individual vin number. The challenge to overcome then, is people. People with their own agenda, and that agenda does not benefit the historian, potential owner, nor the merely curious at large. But like other challenges, and as the COPO Nova example illustrates, the facts can rise above.

     In the meanwhile, what we do know about these fantastic machines and the companies that built them is pretty remarkable. Check out the details.

    top

    Body Styles and Trim Levels

     One body style existed for this special AMX offshoot:
    2 door hardtop
    2 passenger seating
    Charcoal interior
    SST equivalent trim ( standard on all AMX's )
     

    top

    Engines

    AMC installed only one engine. The 390 - Y code 390 after mods performed at Hurst - see TSM or red, white, blue parts supplement sheets
    The unique two part build nature unique to the Hurst SS/AMX means that the vin code X doesn't tell the whole story
     See Andre Jacobs details in Segment 5
     

    top

    Transmissions

    4 speed manual, close-ratio T-10, according to the window invoice- no mention of any other in the model's Parts Supplement Sheets -a tech bulletin that Hurst (Ferndale, MI ) later issued references installing the wide ratio 2.64 transmission for best performance
    newer information in concert with period photos and descriptions point to the shifter as a custom piece with a mix of aftermarket like Competition Plus pieces ( not related to the factory Comp Plus), oversize shift rods, specific shift arms, and steel mount bracket. Latest information shows a split consensus on whether the cars came with reverse lockout or not, yet the Parts Supplement Sheet lists reverse lock-out as a standard SS part.
     

    top

    Production Numbers

    53 ( unconfirmed publicaly as of this time- 7 October, 2009 )
     

    top

    VIN Decoder


     

    Company Year Transmission Type         Series Body Type Trim Level Engine Sequential Serial Number*
                           
                       
                       
                       

    A

     

     

     9


     

     

    M


     

    		        

    3

     

    9

     

     

    7

     

     

     

     

    X

     


     

    100001

     


    *vins 213560 through 213612 (53), batch built, all inclusive- sequential order numbers relative to all other orders for the year
    A=American Motors
    9=1969
    M=4 speed manual, floor shift
    3= Series 30  first digit-AMX
    9=2 door hardtop coupe
    7= Series 30-second digit-AMX
    *X=390 V8

    Note(s)*: vin run unconfirmed. At least two camps hold that the number is either 52 or 53 and the last vin is either 611 or 612- there are unconfirmed reports that certain people and possibly owners have the actual document showing the vin totals as well as the '70 conversion vin totals and cross-references. If true, the only logical source would be a factory document that someone got when AMC was bought out –and files, records, publications, and parts were liberated everywhere from dusty corners or an NHRA document that was copied ( before the NHRA took the stance of not releasing information beyond one general price sheet for the first vin SS), or information that a regional NHRA rep would have had to correctly identify SS spec conformity at tracks when these cars were new. No dealers would have logically received a master list of either the original inclusive vin list nor the '70 conversion master list nor a cross-reference table.
        It is wholly believable, in fact it would be absolutely necessary, for a '70 vin total, completely akin to the '69 one ( with 50 being what the NHRA would require, to exist in order to pull off what Mopar did in 1969 by updating the hemi Darts and Cudas. In the case of AMC, there were not the key updates on the "assembly line" ( in this case the '69's in the field ) such as heads, and Edelbrock CR bases ( Edelbrock only ever offered '70 and later bases- the tops were carry over -  unconfirmed at this time ), dogleg headers, and upper ball-joint front suspension.

    The TSM refers to the engine as a Y code- denoting the special nature of the engine as delivered

    The vin kept the X code- the general term accurately describing a 390/4 bbl car - which is how these cars were equipped when they came off the AMC assembly line



     

    top

    Unit Body Identification Plate

    Body –  Hurst SS/AMX's came with drilled doors for the Body ID Plate but none were installed. In part, a plate indicated compliance with all Federal safety regulations. Instead of the plate SS's had a yellow sticker excluding the car from any implied warranty and referring to using the car for off-road applications only. The cars were technically not street legal
     

    Model N/A
     

    Trim N/A

    Paint N/A
     

    The following colors were available in 1960-1970. The original color can be determined by looking at Build sheet, Bill of Lading, Hurst checklist, or window sticker.  An unsubstantiated number of cars were painted RWB at no charge quickly and with rudimentary prep and taping at a paint facility in the next town over  from the Warren, Michigan Hurst warehouse. The facility name will be included later in print media.
     

    Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    P-72

                                                         

                            Frost White
     

    		 1960-1970

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Andre Jacobs-http://www.amx-perience.com/1969SSAMX.htm
    •  webpage above and phone interview- friendship and guidance as well as invaluable experience
       
    • Walt Czarnecki- phone interview
    • Brian Higgins ( S&K car owner )phone interviews
    • Garrett Ghezzi- phone interview
    • Tom Benvie- phone and internet
       
    • Jim L'Esperance- internet- provided original documents
       
    • Parts Supplement Sheets
    • George Gudat- phone and email -provided suggestions and leads

    top

    Hurst SS/AMX- Introduction

    These are all facts shared by Andre Jacobs- an SS historian, Alamo AMC club member, SS owner, and AMC vendor from an area near San Antonio, Texas.
     I.)Parts Supplement Sheets These were included inside the Parts Catalogue and would be specific to the model. In the case of the SS/AMX's there was a supplement included and that contained the starting and ending serial number run of the SS/AMX's. Andre recalls seeing the sequence 213560 through 213612* in the PSS ( just confirmed this with Andre today- 7 August-'09 ).
     A) As with the SC/Ramblers, this supplemental booklet provides information on the unique parts connected to the SS/AMX's which are different than regular production AMX components. Unique part numbers are included. Group 19 parts are inclusive.
     B) emphasis that vin to vin sequence determines the run - no door tag final assembly number assignment mentioned though that would be the basis for final assembly sequencing for normal line runs including fleet service cars such as the '67 postal Ambassadors. This ties into the omission of the door tags which indicate compliance with Federal regulations- SS's did not.
    II.) AMC Correspondence
        1) To answer questions about total SS spec AMX's numbers, while AMC was still in business, AMC sent a document out to AMC owners. This document states that AMC made no more than 194 drum brake, 390, 4 speed cars. This is AMC's criteria for the basic building block specification for an SS AMX. They did not know how many were converted to SS specifications from that number, nor does the statement directly concern the AMC contracted SS/AMX's. The original scope of the question was how many MD Javelins, Hurst SC/Ramblers, AMX's, SC/360's, and SS/AMX's were produced. AMC's non-linear answer came out, in part, with the above statement about 194 possibilities.

    * this corresponds to the 53 recalled by another important source  the details coming out  later

    Hurst SS/AMX - Part 1

    These are all facts shared by Andre Jacobs- an SS historian, Alamo AMC club member, SS owner, and AMC vendor from an area near San Antonio, Texas.
    I.)Parts Supplement Sheets These were included inside the Parts Catalogue and would be specific to the model. In the case of the SS/AMX's there was a supplement included and that contained the starting serial number run of the SS/AMX's. Andre recalls seeing the sequence 213560 through 213612* in the PSS ( just confirmed this with Andre today- 9 August-'09 ) as of 1 October, 2009 came into possession of RWB Supplement- only the starting vin is listed- a format shared with the similar pamphlet that accompanied the '69 Hurst SC/Ramblers ).
    A) As with the SC/Ramblers, this supplemental booklet provides information on the unique parts connected to the SS/AMX's which are different than regular production AMX components. OR unique combinations of AMX parts- like the two left shock mount plates installed to stagger the shocks- as an example. Unique part numbers are included. Group 19 parts are inclusive.
     B) emphasis that vin to vin sequence determines the run - no door tag final assembly number assignment mentioned though that would be the basis for final assembly sequencing for normal line runs including fleet service cars such as the '67 postal Ambassadors. This ties into the omission of the door tags which indicate compliance with Federal regulations- SS's did not. However, SS's did have the body sequence number included on the build sheet ( updated october 13, 2009 ).
    II.) AMC Correspondence
    1) To answer questions about total SS spec AMX's numbers, while AMC was still in business, AMC sent out a document. This document states that AMC made no more than 194 drum brake, 390, 4 speed cars. This is AMC's criteria for the basic building block specification for an SS AMX. They did not know how many were converted to SS specifications from that number, nor does the statement directly concern the AMC contracted SS/AMX's. The original scope of the question was how many MD Javelins, Hurst SC/Ramblers, AMX's, SC/360's, and SS/AMX's were produced. AMC's non-linear answer came out, in part, with the above statement about 194 possibilities.

    * update in line with 90's article in Part 5- however- this number is still in a state of flux- as the actual paperwork or sources with corroborating information have not been contacted yet

    Hurst SS/AMX - Part 2

    III.) Fleet Ordering System and SS exceptions

    A ) AMC set aside at least the first block of SS/AMX orders much like they would do with fleet orders.

     B ) The two request letters sent out in November and December 1968 hinted at this SOP
          AMC started to set aside the sequential vin#'s probably prior to sending the first letter out
         a) setting aside vin numbers is part of the ordering process- for fleet orders AMC queued up order requests from dealers and typed up the car build orders
         b) the sequence number (normally an E prefix for a small body car or Javelin and AMX ) is final assembly and was assigned at sometime during the building process*1
     
    C ) as shown on a couple example SS car build order forms the R prefix body sequence number ( Tom Benvie comparison on The AMC Forum ) is included. Andre confirms that the build sheet and the fleet like order process which would result in batch built cars and with special instructions on the build sheet would guide assembly line workers to build a consecutive group of SS AMX's in the same way

    D ) the door data tag was omitted during construction** perhaps the exception 96 noted on the car build order refers to this - only comparison with another build order for export market cars could confirm or deny

    E ) yellow SS only door sticker does not have any normal door data tag information- restates SS not for highway use and no warranty- similar to what was written on window sticker

    *- the process varied with the SS's as AMC sent out specific requests/mailers to hand picked dealers to secure orders
    **- not a known fact- speculation only

    Hurst SS/AMX - Part 3

    IV. General proposed SS equipment combination before customer delivery
    A.)Drivetrain
    1.) 4.44 rear gears at AMC
    2.) Henry's axles at Hurst
    3.) 2.64 first gear T-10( listed as close-ratio box at factory- unclear if entire trans was wide ratio or if only first was altered in standard close-ratio trans- this done by racers /dealers via AMC memo recommendation )
    4.)custom companion to the Hurst Super Shifter - longer, big diameter rods, new mount- rearward location of shifter-*NO reverse lock-out ( some cars did have reverse lock-outs- but there is no mention in the spec sheet or window sticker of that feature- only certain article cars that were gone over by builders- much later than initial delivery- seem to have reverse lock-out). Shifter, rods, mount, and floor mods installed and done at Hurst
    5.) Twin-Grip at AMC
    B.)Chassis
     1.)non-wheel cover, cheapest rims ( AMX base –5.5 inches ) - black
    2.) manual drum brakes
    C.)Body
     1.) Frost White
     2.) RWB - not directly by Hurst facility nor AMC
    a) Possible facility found that did paint jobs- confirmation in the works. Indicators of the original RWB  application were tape jobs with the paint not following corners etc., overspray and plenty of orange peel.  More than onefacility in the area likely painted these cars to meet deadlines. More than one name has cropped up.
    D.) Drivetrain
    1.) Reverse lock-out for the type of shifter that went into these cars is directly tied into the Parts Supplement Sheets. Reverse lock-out kits were separate from shifter bodies ( add-on ).
    a)reverse lock-out introduction was apparently at least a year before the initial build time for the batch of SS/AMX's.
    b) Only one car is listed on the SS/AMX registry has being equipped with reverse lock out as delivered to the dealer. Delivery date is not mentioned. Follow-up with Hurst performance has resulted in the memory that all the cars were built to the same specification at Hurst. ^Once they left they could be outfitted any way a customer or dealer wished and those modifications could be made at the dealer.

    ^personal conclusion- follow-up with key contacts pending

    Hurst SS/AMX - Part 4

    Here's a Barrett-Jackson listing from several years ago. I've color keyed the AMC specific references:
    –––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––
    "No. 953 1969 AMX Hurst Super Stock A9M397X213572
    http://www.allbusiness.com/automotive/automotive-sector-performance-automotive-sales/6587829-1.html

    Business Editors

    SCOTTSDALE, Ariz.--(BUSINESS WIRE)--Dec. 12, 2000

    Barrett-Jackson the World's Greatest Car Auction is excited to present a rare selection of factory muscle cars owned by Patrick J. McGroder III and ranked as the collection housing the most rare and concours examples
    Click here to find out more!
    of the elite muscle cars of the 1960s and early 1970s, this January 17-21, 2001 at WestWorld in Scottsdale.

    McGroder began racing cars at Lancaster Speedway and Niagara Raceway in Buffalo before he had his first driver's license. He followed the evolution of the automobile and its impact on racing. His early racing days left him with a determination to acquire his own nostalgic piece of his past.

    McGroder began collecting these rare muscle cars in the '80s with a goal to acquire the most famous muscle cars of the '60s, manufactured by the top American car builders.

    In his quest McGroder sought out the rarest and most famous, factory or experimental cars some with infamous race histories, low mileage originals or the 100-point restored car. His collection is the best and foremost representation of the rarest of rare muscle cars in the world.

    Representing an era in automobile history the McGroder Factory "Muscle Car Collection" is a result of a detailed meticulous search for rarity and originality. Included in this year's Barrett-Jackson auction will be (Car descriptions see Appendix A):

    LOT YEAR TYPE VIN No.
    ----------------------------------------------------------------------
    No. 953 1969 AMX Hurst Super Stock A9M397X213572

    699 1963 Mickey Thompson's Pontiac 363P96968
    "Swiss Cheese" Catalina
    731 1965 Chevrolet Chevelle RPO Z-16 138375K173411
    977 1972 Chevrolet Chevelle SS 454 LS-5 1D67W2K606366
    Convertible
    947 1962 Ford Galaxie 500 XL Convertible 48633944701PE

    764 1970 Chevrolet Chevelle SS 454 LS-6 1366708176455
    Convertible

    For additional information on the McGroder Factory "Muscle Car Collection" or if you would like to receive information on becoming a bidder or consignor please call 480/421-6694 or visit the web site at www.barrett-jackson.com.

    Appendix A

    *Below is just the Lot 953 entry from the same listing

    Lot No. 953

    1969 AMX Hurst Super Stock

    VIN No. A9M397X213572

    The two-seater AMX/SS is one of the most intriguing cars of the 1960s high-performance era. The car's standard equipment included a 390 CID V-8 AMX engine, with two Holley high-performance carburetors on an Edelbrock aluminum dual-cross ram intake manifold. The Factory Muscle Collection's car is the "lucky" No. 13 car, which was delivered to an Indiana dealer as a backup or number two car.

    Designed by AMC and Hurst to facilitate engine- bearing service, this car has a special "drop-out" section of the engine support member; only a few of these were produced. The vehicle is one of the original 26 cars painted with the red, white and blue AMC team colors.

    This car was never pressed into service and has been completely restored to delivery condition with an odometer reading of less than 500 miles.

    *
    Key points of discussion regarding the car in the above Barrett-Jackson listing

    1. Patrick J. McGroder III- is a well known collector– perhaps he has documents, history, or contact information to find out more about the car
    2. "lucky" No. 13 car-in going to the SS/AMX site and reviewing the photos of the restored car it appears to be exactly the same as the car at the recent national AMO ( 2009 ) show right down to the '70 seats and driver's mirror- so contact and information should be fairly simple as that car was obviously registered at the show
    3. this car has a special "drop-out" section of the engine support member- so does the #13 car on the SS site
    4. A9M397X213572- the math adds up-213560 through 213572= 13
    5. The vehicle is claimed to be one of 26 cars painted with the red, white and blue AMC team colors. Any literature to support this claim?

    Hurst SS/AMX - Part 5

    Below is the text of an article that appears on the AMXperience site:http://www.amx-perience.com/1969SSAMX.htm It is from about ten years ago according to Andre

    "By Andre 'A.J.' Jacobs
      For the 1969 model year AMC and Hurst teamed up to produce what would be the ultimate AMC muscle car, the Super Stock AMX. AMC was sponsoring cars in SCCA racing (Sports Car Club of America, namely the Trans-Am series in this case) and did have the Grant Rebel Funny car, but they were really looking for a big attention getter in the Drag racing scene. The SC/Rambler was selling well and was doing its "thing" on Drag strips all over the U.S., but these cars were more in the amateur class. AMC needed a "PRO" car, and that was going to be the SS/AMX. Super Stock drag racing was one of the popular classes at that time and was just right for AMC to get in to. Fifty three frost white AMXs with charcoal interiors and sequential V.I.N.s (vehicle identification numbers) were sent to Hurst for the transformation. All cars were 390, four-speed models with 4.44:1 limited slip model 20 rear ends, drum brakes, and with the radio and heater deleted. The original sales price was $5,994 -- about $2300 more than a similarly equipped AMX from the factory! At Hurst the engine, transmission, rear springs, axles, shocks, sway bar, dash, interior and a variety of body brackets were pulled. Some of these parts were reworked and others were simply canned. Engines received J&E forged pistons, heads specially modified by Crane, manual tach drive, dual point distributor, cross ram intake manifold, and a pair of Holley four-barrel carburetors. The stock exhaust was replaced with headers and a minimal exhaust system. AMC advertised 340 hp, but NHRA factored them in as having 420, a more realistic number! The battery was relocated to the trunk. A steel flywheel and racing clutch housed in a safety shield were installed. The factory first gear (2:23) in the Borg Warner T-10 was replaced with a 2.64:1 gear ratio, and a relocated Hurst "Super Comp Plus" shifter was used. The rear end was the stock corporate AMC 20 with a 4.44:1 gear ratio and "Twin-Grip" limited slip differential. Hurst replaced the two-piece axle/hub units with single piece axles and replaced the rear springs and shocks with racing units. Rear wheel lips were opened up for 10 inch racing slicks. Race shocks were installed up front and the sway bar was left off; for a drag car it was just extra weight that impeded weight transfer as well (prevents the front wheels from dropping very fast and the front end lifting). Hood hinges, grill supports and fender supports were removed and discarded -- more extra weight. Four hood pins, two holes, and a big scoop were installed on the hood. On the inside all the carpet padding, sound deadening and the likes were removed, then the interior was reinstalled. Some cars ( the exact number is not known) were painted in AMCs racing colors of red, white and blue. The paint was very bad and must have been done outside on a windy day, AMC received many complaints on it. These cars were running 11:20s to 10:70s at 125-30 mph right out of the Hurst shops and were a serious threat on the drag strip. They were a real surprise to the competition during the 1969 racing season! When the 1970 season opened AMC sent out a kit to convert your 69 SS/AMX into a 70 SS/AMX. NHRA did not let this fly and the converted cars were not allowed to race in the Super Stock classes. The 69 sheet metal had to be put back on to run in Super Stock. This marked the end for most SS cars, as there was a lot of time and money spent to convert the cars (most cars were not converted back to the 69 sheet metal and were sold off to other racers who over the years cut and butchered these cars to make them faster in non-Super Stock classes. Chevy, Mopar and Ford engines were used by most non-AMC racers as they had little to no experience with the AMC 390). The consecutive V.I.N.s ran from A9M397X213560 & 213612*, all inclusive. The easiest way to spot an original SS/AMX is to check the V.I.N. If you don't happen to have the number or forgot the sequence, check for the factory radio delete plate and heater delete plate. This won't be a rough cut metal cover, but a factory die stamped plate. Many of these parts are not hard to find except for the correct block of plates ( not an SS/AMX part only) and the correctly numbered Holley carbs. You really need to check the V.I.N. before laying out a lot of cash for a car believed to be an SS/AMX but could be just a Stripped standard model. Many two-seat AMXs have been stripped for racing! A lot of the SS/AMXs were sold off to run in other forms of drag racing. I have been compiling information on these cars since 1986 and have located 32 authenticated Hurst SS/AMX cars. I run the Super Stock AMX Registry, and am always looking for photos, info, cars, driver/owners, etc. This is by no means the complete story, you will have to wait for the SS/AMX registry to be put on-line for more info.
    Andre 'A.J." Jacobs, President, Alamo AMC Owner & Proprietor, South Texas AMC
    Email: South Texas AMC Website: South Texas AMC "

    * subsequent review DOES NOT change this figure to 213611 - other sources are reporting this number, but until a document comes out contradicting Andre's fresh recall ( and review of the document saying so )at the time he wrote the above article then the vin sequence  ending in 213612 is the most accurate and is the only ending number possible consistent with 53 production SS's being produced
    Sources:
    Andre Jacobs
    Jim L'Esperance
    Walt Czarnecki

    1980-88 Eagle <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    Series 40 (Gremlin, Spirit)

    Welcome to the Series Number Shuffle! By the time the Gremlin rolled around, most numbers from 0-9 had been used. Only 40 and 60 were available, and AMC chose the smaller number for the new small car -- the Gremlin. Since the Spirit replaced the Gremlin, it retained the Series 40 designation when it appeared. The two numbers (40 and 60) had previously been used for the Nash Statesman/Hudson Wasp (Series 40) and Ambassador/Hornet six cylinder models (Series 60). AMC always waited quite a few years before recycling series numbers to avoid confusion with previous models.

    1970-78 Gremlin

    1970-78 Gremlin

    1973 Gremlin1975 Gremlin
    1973 Gremlin1975 Gremlin
    1973 Gremlin1977 Gremlin
    1973 Gremlin1977 Gremlin


    General Information

    The 1970 model year started out with the all new AMC Hornet. The AMC Hornet attempted to meld the frugal image of the Rambler with the image of luxury into a new type of compact car. The company recognized the difference between an economy car and a small car as a new breed of automobile began to surface. The Hornet was a small car. An economy car was considered a smaller car yet with aura of implied austerity. You have to give the company a lot of credit for announcing then, on April fools day (April 1st) , the newest sub compact car made by a major maker and badged as the AMC Gremlin. It rode on a wheel base of 96 inches, four inches shorter the original Rambler of 1950. The growing subcompact market was no longer left to the imports.

    Both GM and Ford were still working on their sub-compact offerings (Vega and Pinto) so AMC beat the major manufacturers into this important segment of the market by a full six months and served notice on the automobile industry that AMC was a serious if not novel contender. The first Gremlins were advertised for $1879.00 as a two place (7046-0), bottom of the line car with rubber floor mats, a bench front seat, and no back seat at all. There was also a four place version (7046-5) that had the fold-down rear seat, flip open rear tailgate window, and a much longer option list with a starting price of $1995.00, just under $2000. This was the bench mark dollar value that seemed to divide the line between austere economy and the luxury of the compact. With initial sales of only 872 two place Gremlins it was clear that the buying public, while willing to buy a sub-compact, did not want to do away with the image or aura of luxury. The four place car with the optional 232 six rather than the base 199 six and options up to and including A/C was well received and helped to further define the positioning of the Sub Compact Car Market.

    Standard equipment on the two place car for 1970 consisted of front arm rests, front ashtray, 35 ampere alternator (55 ampere with air conditioner) dome light, rubber floor mats, heater and defroster, split back front foam seat cushion, wheel trim hubcaps, dual pinstripes, ‘B’ rated 6.00 x 13 Black wall polyester tires, three-speed manual transmission with column mounted shift controls and a 128 hp 199 six. The four place car featured a rear window lift gate, and a foam cushioned rear seat with folding backrest. Gremlins with the optional 232 cid six came standard with floor shift transmission controls. A selection of thirty options or accessories plus seven packages guaranteed that the size of the car did not have to be deficient in luxury.

    A brief summary of changes follow that will highlight the Gremlins production run from 1970 to 1978:

    1971: The Gremlin featured no major body changes, and with the price increase for that year, a four place Gremlin could still be purchased for $1.00 under the magic $2000.00 level. The four place Gremlin outsold the 2 place Gremlin on an order of 10:1, so as might be expected, this was the last year for the two place car. Mechanically the 199 cid aix replaced with 232 cid six as the base engine and the new 258 cid six became the new optional engine. An automatic transmission option was added. The Sporty “X” package made it’s first appearance this year and consisted of special striping on the body sides, a body color grille surround, Goodyear Polyglass D70 x 14 belted bias ply black wall tires mounted on 14 x 6 slotted wheels with the volcano center cap, the space-saver spare tire, custom interior trim including bucket seats, "engine turned" instrument trim and special "X" decals. This was also AMC’s first use of the 3.8 L (232 cid) and the 4.2 L (258 cid) engine nomenclature.

    1972: There were minimal body changes in the form of trim and badges. Also mechanically there was little change except for two notable areas. This was the first year the 304 V-8 was offered in this package and as one might expect it was a very quick subcompact. If you purchased the “X” package trim the 304 CID V-8 was identified by a 5.0 L V-8 badge on the rear insert. Additionally the automatic transmission source became that of the Chrysler Torque flight series of transmissions. They had proved to be smoother shifting and more reliable that the previous Borg Warner transmissions that had been in use. Other changes were a fully synchronized manual transmission, redesigned front seats and improvements in both the suspension and brakes.

    1973: There were again minimal changes in body, trim, and most of the interior. Notable was the installation of the federally mandated 5 mph safety bumpers which required some redesign in the bumper mounting points on the unit body frame. The biggest single change was in the interior with the addition of the Levi trim package. This consisted of special “blue jeans” spun nylon fabric covering the seats, door inserts and map pockets on the door panels. The addition of orange stitching and copper rivets furthered the illusion of the Dungaree look. A Levi Trademark decal on the front fenders identified the car as a “Levi” packaged automobile. The Levi interiors could be had in both blue and brown. It should be noted that the base price was pushed over the magic $2000.00 range by inflation.

    1974: Once again, there was relatively little major change in the body and power train. Any changes that were made were in an attempt to incorporate the now mandatory safety bumpers into the overall body style both in the front and in the rear. There was a token redesign in the form of the grill, and the headlight surround area. Of significance a rally “X” packaged was offered that included a dash mounted tachometer using the Hornet three pod instrument panel. Oil pressure and ammeter gauges were added as well as a blacked out instrument panel and steering column. For the six cylinder models a front sway bar was added. Styling was almost a complete carry over both in the body and the interior. However increasingly stringent smog criteria required the use of an electronic ignition now standard on all engines and the first use of a Catalytic converter. Interesting enough not all engine combinations were required to use a catalytic converter as there were some engine applications clear through 1977 that the lack of a converter was “Federally” correct. The most notable mechanical change was the addition of an electronically activated overdrive for cars with the six cylinder engine and manual transmission. The incorporation of both the electronic ignition and the Catalytic converter allowed a better tuned engine so both performance and fuel economy improved over the previous year.

    1976: The AMC Gremlin received another restyled grill and headlight arrangement along with new side marker lights. Mechanically the 304 cid V-8 was dropped at mid year. Other than those two pieces, there were no notable changes in 1976.

    1977: This year was notable as the year the AMC Gremlin received its first major body restyling. The front of the car was shortened by 4 inches, with new front clip sheet metal, fenders, grill and bumper. The rear was restyled with a larger glass hatch and tail lights. The gasoline filler was moved behind the rear license plate. This eliminated the exterior location of the gasoline filler cap which at one time became a signature of the car with a heavy and ornate Gremlin symbol cast into the design of the filler cap (then as now, a high theft rate item causing a redesign shortly after the introduction of the car with a simpler and less ornate filler cap). Mechanically the biggest change was the availability of a new four cylinder engine based on the Porsche/Audi design. This engine featured an overhead camshaft and an aluminum cylinder head. Unfortunately this engine was underpowered and to some extent improperly geared to move the Gremlin and other AMC cars down the road well and proved to be an unpopular option. This was also the first year for the introduction of a new four speed transmission, an all synchronized Borg Warner designated the SR-4. It was available on both of the six cylinder engines. The 2.0L four got a lower power version called the HR-1.

    1978: Following the restyle of 1977, the 1978 AMC Gremlin turned to interior refinements. This included color keyed carpets, a custom steering wheel , standard floor shift for the three speed transmission, a standard AM Radio and more sound insulation to keep things quite Exterior standard equipment featured (some available as standard only on the custom models) B78 x 14 with wheel covers, manual front disc brakes and defroster. The "X" was available in Levi trim which included bucket seats and identifying decals on the body, a front sway bar, D78 x 14 tires on slot styled 14 x 6 inch wheels. In early 1978 a GT package was announced that consisted of fiberglass body components featuring a body-colored front air dam with striping, front and rear flares matching the body colors, black side stripes with color-keyed pin striping, a black grill insert and black mirrors and windshield wipers. Tires were D70-14 white letter radials. Included on the interior were a sports steering wheel, gauge package, brushed aluminum dash panel overlay, extra insulation and a day night mirror. 1978 was the last year for the Gremlin. In 1979 the Gremlin line was replaced by the AMC Spirit two door Sedan and Liftback (hatchback).

    top


    Body Styles and Trim Levels

    The Gremlin started out with only one trim level and with only one body style available, a two door sedan (it wasn't called a "hatchback" as just the rear window opened). There were two trim levels beginning in 1976, Base and Custom. The 77-78 Gremlin four cylinder model received its own trim level indicator. The GT package did not receive a special trim number. Trim levels can be determined from either the model number on the Unit Body ID Tag or the 4th, 5th, and 6th characters of the VIN (see VIN Decoder and Unit Body ID Tag for additional information on decoding the VIN and body tags). The body styles and trim levels are:

    • 2 door sedan (1970-75)
    • 2 door sedan in Base and Custom trim (1976-78)
    • 2 door sedan in with four cylinder engine (1977-78)

    A GT package was available for 1978. This included a black confull lengthsole, black leather wrapped steering wheel, black instrument panel with woodgrain overlay, woodgrain door panel accents, tachometer black bumpers with nerfing strips and guards, twin black remote mirrors, black exterior trim moldings, black grill insert and headlight bezels, and black rear venturi area. GT models carried P195/75R14 steesteel beltedials on spoke style wheels V-8 with manual shift and a Performance tuned exhaust sound. The GT Rally Tuned Suspension Package added a tuned front sway bar, rear sway bar, heavheavy dutyriel Strider adjustable shocks, tuned strut rod bushings and rear spring iso-clamp pads, High Control rear leaf springs, unique steering gears and heavheavy dutykes.

    top

    Engines

    The available engines are as follows. The 7th character of the VIN is the Engine Code and indicates original engine size:

    • Engine Code G, 121 cid inline four, 80 hp, 8.0:1 compression ratio, 2 bbl, 1977-78
    • Engine Code A, 199 cid inline six, 128 hp, 8.5:1 compression ratio, 1 bbl, 1970 only
    • Engine Code E, 232 cid inline six, 145 hp, 8.5:1 compression ratio, 1 bbl, 1970 only
    • Engine Code E, 232 cid inline six, 135 hp, 8.0:1 compression ratio, 1 bbl, 1971 only
    • Engine Code E, 232 cid inline six, 100 hp, 8.0:1 compression ratio, 1 bbl, 1972-75
    • Engine Code E, 232 cid inline six, 90 hp, 8.0:1 compression ratio, 1 bbl, 1976-78
    • Engine Code G, 232 cid inline six, 155 hp, 8.0:1 compression ratio, 2 bbl, 1970 only
    • Engine Code A, 258 cid inline six, 150 hp, 8.0:1 compression ratio, 1 bbl, 1971 only
    • Engine Code A, 258 cid inline six, 110 hp, 8.0:1 compression ratio, 1 bbl, 1972-74
    • Engine Code A, 258 cid inline six, 95 hp, 8.0:1 compression ratio, 1 bbl, 1975-77
    • Engine Code C, 258 cid inline six, 112 hp, 8.3:1 compression ratio, 2 bbl, 1976-78
    • Engine Code H, 304 V-8, 150 hp, 8.4:1 compression ratio, 2 bbl, 1973-74
    • Engine Code H, 304 V-8, 120 hp, 8.4:1 compression ratio, 2 bbl, 1975-76

    If you are unsure of the size of the engine currently installed, you can check it's size by the following methods:

    • The 121 OHC four is easily identifiable by sight. Both are four cylinder engines. It has the AMC six character Engine Day Build Code, described under inline six engines, on the left side of the bell housing flange. The engine code will be "G".
    • On in-line six engines, there is a machined pad on the distributor side of the engine between the first and second spark plugs. This contains the six character Engine Day Build Code. The first digit indicates the calendar year the engine was built. 1970 will be a 3, 71-76 is 4-9, and 1977-78 starts over again with 1-2. The next two numbers will be the month the engine was made in. A letter code (same as VIN engine code) will tell engine size and compression. It is possible that the engine has been replaced with a newer or older engine. 199, 232, and 258 cid cid six cylinder engines made between 1964 and 1971 are almost externally identical as are the engines made from 1972 through 1983. The bell housing bolt pattern changed in 1972, so only 72 and later engines are direct bolt in swaps. There will also be a number of different mounting holes on the intake depending on the year as well as valve cover variations. If the original intake and accessories are used there should be few problems swapping in any 72 or later engine.
    • For V-8 engines, the best way to tell size is to look at the size cast into the engine block near the first and second core (freeze) plugs on either side of the engine. Note that service replacement blocks do not have the displacement cast into them and tear down to measure bore and stroke is the only way to positively identify the installed engine. The second way to identify engine size is from the tag attached to the valve cover. The valve cover tag will be coded the same as the inline six Engine Day Build Code (see above description).
    • V-8 Engine Notes. It is not unusual to find a Gremlin with a V-8 engine instead of the original in-line four or six, or a larger V-8 to replace the 304 the car was manufactured with. See performance section for details.

    Note: Engine dates are calendar dates and not model year dates. Since model year production actual starts in the previous calendar year, it is possible to have, for example, an engine coded 1975 in a 1976 vehicle and be correct but an engine coded 1977 would not be correct for the same car since no 1976's were manufactured in calendar year 1977. Also note that a following year letter code may be used on an engine. (i.e. - an engine manufactured in 1969 for the 1970 model year would have a 1969 date but a 1970 letter code).

    top

    Transmissions

    The following transmissions were used in 1970 – 1978 Gremlins. The general transmission type can be determined by the third digit of the VIN.

    • T-96 Three Speed Manual (199/232/258) 1970-72
    • T-150 Three Speed Manual (232/258/304) 1974-78 (sometimes designated 150-T)
    • T-150 Three Speed Manual w/Laycock-DeNormanville Overdrive (232/258) 1975-76
    • T-14 Three Speed Manual (232/258/304) 73
    • SR-4 Four Speed Manual (232/258) 1977-78
    • HR-1 Four Speed Manual (121) 1977-78
    • Torque Command Automatic – based on Chrysler 904 (121) 1977-78
    • Torque Command Automatic – based on Chrysler 904 (232/258) 1970-78
    • Torque Command Automatic – based on Chrysler 998 (304) 1972-76

    Transmission notes:
    1. Due to the common identification of the Chrysler series numbers AMC Torque Command automatics are generally referred to with the more common Chrysler identifications, usually with an "A" preceding or following (i.e. - A904 or 904A). The internals of these transmissions are identical to their Chrysler counterparts. They are not, however, interchangeable between AMC and Chrysler engines due to the difference in bell housing bolt patterns.
    2. The 121 four has a unique bell housing bolt pattern. Transmissions will not fit any other engine used by AMC at any time. The 121 bolt pattern is believed to be the same as its Audi/Porsche counterpart (it was used in the 1976-85 Porsche 924).

    top

    Production Numbers

    A blank indicates that the body and trim style was not available for the year in question.

    Body & Trim Style197019711972197319741975197619771978
    2 door-sedan, BaseNote 1Note 294,808128,844
    Note 3
    		171,128
    Note 4
    		56,011
    Note 5
    		Note 6
    		Note 7
    		Note 8
    2 door-sedan, Custom------Note 6
    		Note 7
    		Note 8
    2 door-sedan, Four Cylinder
    		-------7,5586,349
    Total 28,56076,90894,808128,844171,12856,01152,94146,17122,104

    Note 1: 872 two place, 27,688 four place.
    Note 2: 2145 two place, 74,763 four place.
    Note 3: 11,672 of the total were equipped with the 304 V-8.
    Note 4: 14,137 of the total were equipped with the 304 V-8.
    Note 5: 3,410 of the total were equipped with the 304 V-8.
    Note 6: No breakdown between Base and Custom models. 826 of the total were equipped with the 304 V-8.
    Note 7: No breakdown between Base and Custom models.
    Note 8: No breakdown between Base and Custom models.

    Dates of model introductions:
    1970 - April 1, 1970
    1971 - October 6, 1971
    1972 - September 22, 1971
    1973 - ???
    1974 - September 15, 1973
    1975 - November 15, 1974
    1976 - September 24, 1975
    1977 - October 5, 1976
    1978 - September 9, 1977

    top

    VIN Decoder

    The VIN tag on all 1968 and later cars sold in the US will be on the left side of the dash board visible through the windshield. The VIN is also stamped into the left frame sill behind the steering gear box. It is necessary to remove the steering gear box to view the VIN in this location. A 13 character VIN is used through the 1980 model year, a 17 character VIN for 1981 and later model years.

    The 13 character VIN can be decoded as follows:

    CompanyYearTransmission TypeSeriesBody TypeTrim LevelEngineSequential Serial Number*
    A0
    		F4
    		3
    		7B100001

    Note: Character one is always an A (American Motors) and character four is always a four (Gremlin/Spirit).

    Char. 2 - Year
    0
    		1970
    1
    		1971
    2
    		1972
    3
    		1973
    4
    		1974
    5
    		1975
    6
    		1976
    7
    		1977
    8
    		1978
    Char. 3 - Transmission Type
    AColumn shift automatic
    CFloor shift automatic
    FThree speed floor shift
    MFour speed floor shift
    Char. 5 - Body Type
    62 door sedan




    Char. 6 - Trim Level
    3
    		Base two place
    5
    		Four cylinder
    5
    		Base four place, 76-78 Custom
    Char. 7 - Engine
    A
    		199 cid, 1 bbl, 1970
    A
    		258 cid, 1 bbl, 1971+
    C258 cid, 2 bbl
    E232 cid, 1 bbl
    G121 cid, 2 bbl
    H
    		304 cid, 2 bbl


    *The last six digits are the numbers assigned to the car when it was ordered from the factory. Numbers starting at 100001 are assigned to cars made in Kenosha, WI. Numbers starting at 700001 are assigned to cars made in the Brampton plant in Ontario, Canada.

    top

    Unit Body Identification Plate

    The Unit Body Identification Plate for a Spirit can be found on the latch edge of the driver's door. It can be decoded as follows:

    Body

    This is the number assigned to the body as it was being produced at the body plant. This number is different than the last six digits of the VIN.


    Model

    This identifies the body and trim styles. The first two digits are the year, the third the series, fourth body style, and fifth trim level. Base trim level is often left out (only four digits). A blank indicates that the body and trim style was not available for the year in question. Replace "xx" with last two digits of year for complete model number.

    Code w/Body Style and Trim197019711972197319741975197619771978
    xx46-0 = 2 door sedan, two place
    		XX






    xx46-3 = 2 door sedan, base trim






    		X

    xx46-4 = 2 door sedan, four cylinder







    		X
    		X
    xx46-5 = 2 door sedan, four place
    (Custom trim 1976, base 1977-78)
    		XXXXXXX
    		X
    		X
    xx46-7 = 2 door sedan, Custom trim







    		X
    		X


    Trim

    This identifies the interior trim style, color, and seat types. The trim code through the 1981 model year has four characters. The first character is the last digit of the year (9 = 1979, 0 = 1980, etc.), the second the first digit of the series (4 for Gremlin), third color, and the fourth is the seat type. EXAMPLE: 641? = 1976, Series 40 Spirit, black, (seat type).

    1970-78 Trim Code Decoding
    Color
    		Seat Type
    1 - black

    3 - blue

    5 - red

    6 - tan or beige

    top


    Paint

    The following colors were available in 1970-1978. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use. Only colors normally available for the Gremlin are shown. Any AMC car color could be ordered as an extra cost option during the production run.

    Paint CodeColor
    Years
    P1Classic Black1970-73, 74-78
    A1Snow White
    		1970-74
    A2Butterscotch Gold1970-72
    C2Stardust Silver1970-72
    C3Skyway Blue1970-72
    C4Jetset Blue1970-72
    C6Surfside Turquoise1970-72
    C8Grasshopper Green1970-73
    C9Hunter Green1970-72
    D1Jolly Green1970-72
    D2Yuca Tan1970-72
    D3Baja Bronze1970-72
    D5Canary Yellow1970-72
    D7Trans-Am Red1970-75
    D9Wild Plum1970-72
    E1Diamond Blue Metallic 1973-74
    E2Olympic Blue Metallic 1973
    E3Fairway Green Metallic1973
    E4
    		Tallyho Green Metallic
    		1973
    E5
    		Pewter Silver Metallic
    		1973
    E6
    		Fawn Beige
    		1973-74
    E7
    		Copper Tan Metallic
    		1973
    E9
    		Mellow Yellow
    		1974-5
    F1
    		Blarney Green 1973
    F2
    		Maxi Blue1973-74
    F3
    		Fresh Plum Metallic1973-74
    F7
    		Dark Blue Metallic
    		1974
    F8
    		Golden Tan Metallic
    		1974
    F9
    		Copper Metallic
    		1974
    G1
    		Silver Green Metallic
    		1974
    G2
    		Medium Green Metallic
    		1974
    G3
    		Dark Green Metallic
    		1974-75
    G4
    		Plum Metallic
    		1974
    G6
    		Sienna Orange
    		1974-76
    G7
    		Alpine White
    		1975-78
    G8
    		Pastel Blue
    		1975
    G9
    		Medium Blue Metallic
    		1975-76
    H1
    		Deep Blue Metallic 1975
    H4 Dark Cocoa Metallic 1975-76
    H5 Green Apple 1975
    H6
    		Golden Jade Metallic
    		1976
    H7
    		Aztec Copper Metallic
    		1976
    H8
    		Autumn Red Metallic
    		1976
    H9 Silver Dawn Metallic 1975
    J2 Brandywine Metallic 1976-77
    J7
    		Ivory Green 1975
    J8
    		Caramel Tan 1975
    6A
    		Marine Aqua Metallic 1976
    6B
    		Seaspray Green
    		1976
    6C
    		Evergreen Metallic 1976
    6D
    		Sand Tan
    		1976-78
    6E
    		Burnished Bronze Metallic
    		1976
    6J
    		Silver Frost Metallic1976-77
    6K
    		Limefire Metallic1976
    6P
    		Firecracker Red
    		1976-78
    6R
    		Brilliant Blue
    		1976-77
    6T
    		Nautical Blue Metallic 1976
    6V
    		Sunshine Yellow
    		1976-78
    7B
    		Mocha Brown Metallic 1977-78
    7C
    		Autumn Red Metallic
    		1977-78
    7D
    		Powder Blue
    		1977-78
    7K
    		Captain Blue Metallic
    (Midnight Blue Met. for 78)
    		1977-78
    7L
    		Loden Green Metallic
    		1977-78
    7M
    		Golden Ginger Metallic1977-78
    7P
    		Lime Green
    		1977
    7W
    		Captain Blue Metallic
    		1977-78
    7Y
    		Tawny Orange
    		1977
    7Z
    		Sun Orange
    		1978
    8A
    		Khaki
    		1978
    8B
    		British Bronze Metallic1978
    8C
    		Quick Silver Metallic
    		1978
    8D
    		Claret Metallic
    		1976-77

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html
    top

    Sequential Assembly Number

    The unlabeled number at the bottom of the body tag is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Cars assembled in Kenosha will have an "E" or "W" preceding the number. This designated the East or West assembly line. Cars assembled in Brampton will have a "B" preceding the number. Vehicles were assembled in batches as needed -- i.e., 10 Spirits may be assembled then 20 Concords followed by 15 Matadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines.

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • American Motors, The Last Independent; Patrick Foster, ISBN 0-87341-240-0
    • Cars & Parts Catalog of American Car ID Numbers 1970-1979, ISBN 0-87938-518-9
    • 1970-78 American Motors Technical Service Manuals
    • 1970-78 American Motors Sales Catalogs
    • The Standard Catalog of American Motors, 1902-1987, ISBN 0-87341-232-X
    • Chilton Repair & Tune-Up? Guide. American Motors 1975-1986
    • The Compact Chronicles, Copyright 1992, Frank Swygert

    top

    1979-83 Spirit

    1979-83 Spirit


    1979 AMC Spirit Sedan 1979 AMC Spirit Liftback
    1979 AMC Spirit Sedan 1979 Spirit Liftback

    General Information

    The Spirit for 1979 was conceived as an upscale market replacement for the 1978 Gremlin. The Spirit was produced in two body styles from 1979 through 1983. The two door sedan direct replacement for the Gremlin featured larger rear windows and dual head lights. The head lights were accomplished by placing a head light bucket that housed both lights over the single head lamp design of the front fenders and then masking the edges using trim pieces on the fender and hood to hide the single head lamp origin of the body parts used in 1978. This body style is sometimes referred to as a "Kammback" design, but is actually a two door sedan. The second style was the liftback design. This design is referred to as a hatchback by many. Both cars included as base equipment a high pressure compact spare tire, manual front disc brakes, inside hood release, lighted ash tray, full wheel covers, rear bumper guards, custom steering wheel and color keyed interior carpets. The tail lights were extended from the outside rear of the car to the license plate mount on the liftback which was also the opening for the hidden center rear fuel filler. These two body styles were continued through 1982, with just the liftback seeing the end of production in 1983, with minor changes in trim, paint, interior appointments and grill design. Note: The AMX version of the liftback carried its own body style number. See the AMX data page for further information on that model.

    top

    Body Styles and Trim Levels

    There were three trim levels and two body styles available. The body styles and trim levels can be determined from either the model number on the door tag or the 4th, 5th, and 6th characters of the VIN through 1980; 6th, 7th, and 8th characters from 1981 on (see VIN and Door Tag Decoder for additional information on decoding the VIN and door tags). The body styles and trim levels are:

    • 2 door sedan in Base, DL, and Limited trim (1979-80)
    • 2 door liftback in Base, DL, and Limited trim (1979-80)
    • 2 door sedan in Base and DL trim (1981-82)
    • 2 door liftback in Base and DL trim (1981-82)
    • 2 door liftback in DL and GT trim (1983)

    Base equipment: Black wall C78x14 tires, vinyl bucket seats, 4 spoke steering wheel, lighter, locking glove box, folding rear seat, spare tire cover, dual paint stripes plus moldings for the wheel lip, drip rail, hood front edge, windshield surround and rocker panels. Lift backs included a front sway bar for improved handling.

    DL equipment: Custom bucket seats in Caberfae corduroy or Sport vinyl, walnut burl woodgrain instrument panel overlay, wood grain steering wheel, day-night mirror, digital clock, extra quiet insulation, dual horns, courtesy lights, package shelf, folding split rear seat back, front/rear bumper guards and white wall tires with color keyed styled wheel covers.

    Limited equipment: Leather bucket seats, an AM radio, power door locks, power steering, power liftback release, dual remote mirrors, light and visibility groups, convenience and protection groups, tilt steer wheel, full length console with center armrest, 18 oz carpeting and P195/75R14 glass belted whitewalls.

    A GT package was available 1979-82 (it became a trim level for 1983). This included a black full-length console, black leather-wrapped steering wheel, black instrument panel with woodgrain overlay, woodgrain door panel accents, tachometer black bumpers with nerfing strips and guards, twin black remote mirrors, black exterior trim moldings, black grill insert and headlight bezels, and black rear venturi area. GT models carried P195/75R14 steel-belted radials on spoke style wheels V-8 with manual shift and a Performance tuned exhaust sound. The GT Rally Tuned Suspension Package added a tuned front sway bar, rear sway bar, heavy duty Gabriel Strider adjustable shocks, tuned strut rod bushings and rear spring iso-clamp pads, High Control rear leaf springs, unique steering gears and heavy duty brakes.

    top

    Engines

    The available engines are as follows. The 7th character of the VIN is the Engine Code and indicates original engine size:

    • Engine Code G, 121 cid inline four, 80 hp, 8.1:1 compression ratio, 2 bbl, 1979 only
    • Engine Code B, 151 cid inline four, 99 hp, 8.3:1 compression ratio, 2 bbl, 1980-82
    • Engine Code E, 232 cid inline six, 90 hp, 8:1 compression ratio, 1 bbl, 1979 only
    • Engine Code A, 258 cid inline six, 100 hp, 8.3:1 compression ratio, 1 bbl, 1979 only
    • Engine Code C, 258 cid inline six, 110 hp, 8.3:1 compression ratio, 2 bbl, 1979-83
    • Engine Code H, 304 V-8, 125 hp, 125 hp, 8.4:1 compression ratio, 2 bbl, 1979 only

    If you are unsure of the size of the engine currently installed, you can check it's size by the following methods:

    • For inline six engines, there is a machined pad on the distributor side of the engine between the first and second spark plugs. This contains the six character Engine Day Build Code. The first digit indicates the calendar year the engine was built. 1979 will be a 3. Due to a change in the numbering system, 1980 and later uses the last digit of the year (1980 = 0, 1981=1 etc.). The next two numbers will be the month the engine was made in. A letter code (same as VIN engine code) will tell engine size and compression. It is possible that the engine has been replaced with a newer or older engine. 199, 232, and 258 cid cid six cylinder engines made between 1964 and 1971 are almost externally identical as are the engines made from 1972 through 1983. The bell housing bolt pattern changed in 1972, so only 72 and later engines are direct bolt in swaps. There will also be a number of different mounting holes on the intake depending on the year as well as valve cover variations. If the original intake and accessories are used there should be few problems swapping in any 72 or later engine.
    • For V-8 engines, the best way to tell size is to look at the size cast into the engine block near the first and second core (freeze) plugs on either side of the engine. Note that service replacement blocks do not have the displacement cast into them and tear down to measure bore and stroke is the only way to positively identify the installed engine. The second way to identify engine size is from the tag attached to the valve cover. The valve cover tag will be coded the same as the inline six Engine Day Build Code (see above description).

    Note: Engine dates are calendar dates and not model year dates. Since model year production actual starts in the previous calendar year, it is possible to have, for example, an engine coded 1978 in a 1979 vehicle and be correct but an engine coded 1980 would not be correct for the same car since no 1979's were manufactured in calendar year 1980.

    top

    Transmissions

    The following transmissions were used in 1979 – 1983 AMC Spirits. The general transmission type can be determined by the third digit of the VIN.

    • 150-T Three speed manual (258/304) 1979
    • SR-4 4 speed manual (258/304) 1979-81
    • T-4 Four speed manual (151/258) 1981-82
    • T-5 Five speed manual (151/258) 1982-83
    • HR-1 Four speed manual (121) 1979 *
    • Torque Command Automatic – based on Chrysler 904 (121) 1979 *
    • Torque command Automatic – based on Chrysler 904 (151) 1980-83*
    • Torque Command Automatic – based on Chrysler 904 (232/258) 1979-1983 (1980 on with lock up Torque Converter)
    • Torque Command Automatic – based on Chrysler 998 (304) 1979

    Transmission note: Due to the common identification of the Chrysler series numbers AMC Torque Command automatics are generally referred to with the more common Chrysler identifications, usually with an "A" preceding or following (i.e. - A904 or 904A). The internals of these transmissions are identical to their Chrysler counterparts. They are not, however, interchangeable between AMC and Chrysler engines due to the difference in bell housing bolt patterns.

    * 121 and 151 four has a unique bell housing bolt pattern. Transmissions will not fit any other engine used by AMC at any time. These transmissions use the same bolt pattern as a small block Chevy.

    top

    Production Numbers

    A blank indicates that the body and trim style was not available for the year in question.

    Body & Trim Style 1979 1980 1981 1982 1983
    2 door sedan, Base Note 1 Note 2 2,367 119 -
    2 door sedan, DL Note 1 Note 2 Note 3 Note 4 -
    2 door sedan, Limited Note 1 Note 2 - - -
    2 door liftback, Base Note 1 Note 2 42,232 20,063 -
    2 door liftback, DL Note 1 Note 2 Note 3 Note 4 3,491
    2 door liftback, Limited Note 1 Note 2 - - -
    2 door liftback, GT - - - - Note 5
    Total 52,714 71,032 44,599 20,182  

    Note 1: Total is for all Spirit and AMX production. 3,657 were AMX (which was available with six or V-8, Liftback only), 16,237 four cylinder, 36,241 six cylinder, and 3,893 V-8.

    Note 2: Total is for all Spirit and AMX production. 37,799 four cylinder, 33,233 six cylinder.

    Note 3: Base totals are for both body styles. 26,075 four cylinder, 18,524 six cylinder.

    Note 4: Base totals are for both body styles. 9,290 four cylinder, 10,892 six cylinder.

    Note 5: DL total includes GT. All were six cylinder.

    Dates of model introductions:

    1979 - Sept 18, 1978
    1980 - Oct 11, 1979
    1981 - Sept 25, 1980
    1982 - Sept 24, 1981
    1983 - Sept 22, 1982

    top

    VIN Decoder

    The VIN tag on all 1968 and later cars sold in the US will be on the left side of the dash board visible through the windshield. The VIN is also stamped into the left frame sill behind the steering gear box. It is necessary to remove the steering gear box to view the VIN in this location. A 13 character VIN is used through the 1980 model year, a 17 character VIN for 1981 and later model years.

    The 13 character VIN can be decoded as follows:

    Company Year Transmission Type Series Body Type Trim Level Engine Sequential Serial Number*
    A 9 F 4 3 7 B 100001

    Note: Character one is always an A (American Motors) and character four is always a four (Spirit).

    Char. 2 - Year
    9 1979
    0 1980
    Char. 3 - Transmission Type
    A Automatic column shift
    C Floor shift automatic
    M Four speed floor shift
    Char. 5 - Body Type
    3 2 door liftback
    6 2 door sedan
     
    Char. 6 - Trim Level
    0 Base trim
    5 DL
    7 Limited
    9 AMX
    Char. 7 - Engine
    A 258 cid, 1 bbl
    B 151 cid, 2 bbl
    C 258 cid, 2 bbl
    E 232 cid, 1 bbl
    G 121 cid, 2 bbl
    H 304 cid, 2 bbl
    		 

    *The last six digits are the numbers assigned to the car when it was ordered from the factory. Numbers starting at 100001 are assigned to cars made in Kenosha, WI. Numbers starting at 700001 are assigned to cars made in the Brampton plant in Ontario, Canada.

    The 17 character VIN added country of origin, vehicle type, a check digit, and a final assembly plant code. It can be decoded as follows:

    Country Company Vehicle
    Type    		 Engine Transmission
    Type    		 Series Body Type Trim Level/
    Restraint    		 Check Digit* Year Final
    Assembly
    Plant    		 Sequential
    Serial Number*
    1 A M B M 4 3 7 2 B K 100001

    Note: Character three is always an M (Passenger Car) and character six is always a four (Spirit).

    Char. 1 - Country
    1 or 4 United States
    2 Canada
    3 Mexico
    Char. 2 - Company
    A AMC (US)
    C AMC (Canada)
    V VAM (Mexico)
    Char. 4 - Engine
    B 151 cid 4, 2 bbl
    C 258 cid 6, 2bbl
    Char. 5 - Transmission
    A 3 spd auto, column
    C 3 spd auto, floor
    L 5 spd manual, floor
    M 4 spd manual, floor
    Char. 7 - Body Type
    3 2 dr Liftback
    6 2 dr Sedan
    Char. 8 - Trim Level / Restraint
    0 Base / Manual Belts
    5 DL / Manual Belt
    7 Limited / Manual Belt
    Char. 10 - Year
    B 1981
    C 1982
    D 1983
      Note: I, O and Q not used.
    Char. 11 - Final Assembly Plant
    B Brampton, Canada
    K Kenosha, WI
    M Mexico City, Mex.

    *The last six digits are the numbers assigned to the car when it was ordered from the factory. Each plant started with 000001.

    The Check Digit, character 9, is used to verify authenticity of the VIN. Verification must be accomplished by hand. Any small mathematical error will result in an incorrect answer, so be careful! Any changes in the VIN to disguise the vehicle or change factory equipment will result in an error.

    Step 1: Write the VIN down with double spacing between each character. Assign each number in the VIN its numerical value (4=4, etc.), and assign each letter the value specified below. Write these values in a row directly beneath the VIN.

        A=1    B=2    C=3    D=4    E=5    F=6    G=7    H=8    J=1    K=2
    L=3    M=4    N=5    P=7    R=9    S=2    T=3    U=4
    V=5    W=6    X=7    Y=8    Z=9 
(Letters I, O, and Q not used to avoid confusion with numbers 1 and 0)

    Step 2: Make a third row of characters directly below the second with the values shown below for each character's numerical position. Make a fourth row by multiplying the values in row two by the values in row three.

         1=8    2=7    3=6    4=5    5=4    6=3    7=2    8=10    9=0
    10=9   11=8   12=7   13=6   14=5   15=4   16=3   17=2

    Step 3: Add all the numbers in row four together and divide by 11 (long division, not with a calculator!). The remainder should be equal to the check digit. If the remainder is 10, the check digit will be an X.

    EXAMPLE:

    Row 1(VIN) 1 A M C A 0 6 5 2 B K 0 0 0 0 0 1
    Row 2 1 1 4 3 1 0 6 5 2 2 2 0 0 0 0 0 1
    Row 3 8 7 6 5 4 3 2 10 0 9 8 7 6 5 4 3 2
    Row 4 8 7 24 15 4 0 12 50 0 18 16 0 0 0 0 0 2

    Sum of Row 4=156. 156/11=14 with 2 (check digit) remaining.

    top

    Unit Body Identification Plate

    The body tag for a Spirit can be found on the latch edge of the driver's door. It can be decoded as follows:

    Body

    This is the number assigned to the body as it was being produced at the body plant. This number is different than the last six digits of the VIN.

    Model

    This identifies the body and trim styles. The first two digits are the year, the third the series, fourth body style, and fifth trim level. Base trim level is often left out (only four digits). A blank indicates that the body and trim style was not available for the year in question. Replace "xx" with last two digits of year for complete model number.

    Code w/Body Style and Trim 1979 1980 1981 1982 1983
    xx43-0 = 2 door liftback, base trim X X X X

    xx43-5 = 2 door liftback, DL trim X X X X
    X
    xx43-7 = 2 door liftback, Limited trim X X


    xx43-9 = 2 door liftback, GT trim



    X
    xx46-0 = 2 door sedan, base trim X X X X
    xx46-5 = 2 door sedan, DL trim X X X X
    xx46-7 = 2 door sedan, Limited trim X X


    Trim

    This identifies the interior trim style, color, and seat types. The trim code through the 1981 model year is a 4 character number. The first character is the year, the second the series, third color, and the fourth is the seat type.

    Paint

    The following colors were available in 1979-1983. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as  00  or  SPEC . This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color
     Years
    P1 Classic Black 1979-83
    6P Firecracker Red 1979
    9E Wedgwood Blue 1979
    9M Starboard Blue Metallic 1979
    8A Khaki 1979
    9H Cumberland Green Metallic 1979
    8B British Bronze Metallic 1979
    9A Alpaca Brown Metallic 1979
    9K Sable Brown Metallic 1979
    9C Russet Metallic 1979-80
    9N Morocco Buff 1979
    8C Quick Silver Metallic 1979-81
    9L Saxon Yellow 1979-80
    9B Olympic White 1979-83
    9P Bordeaux Metallic 1979-80
    9Z Misty Beige Clear coat 1979-80
    0B
    		 Smoke Grey Metallic
    		 1980
    0C
    		 Cameo Blue
    		 1980
    0D
    		 Medium Blue Metallic
    		 1980-81
    0E
    		 Dark Green Metallic
    		 1980
    0H
    		 Navy Blue Metallic
    		 1980
    0K
    		 Cameo Tan
    		 1980-81
    0L
    		 Medium Brown Metallic
    		 1980-81
    0M
    		 Dark Brown Metallic
    		 1980-83
    0P
    		 Cardinal Red
    		 1980
    0R
    		 Caramel
    		 1980
    0T
    		 Black Medium Gloss
    		 1980
    1B
    		 Moon Light Blue
    		 1981
    1C
    		 Sherwood Green
    		 1981
    1D
    		 Autumn Gold
    		 1981
    1E
    		 Copper Brown Metallic
    		 1981
    1J
    		 Vintage Red Metallic
    		 1981-83
    1K
    		 Deep Maroon
    		 1981
    1L
    		 Steel Grey
    		 1981-83
    1M
    		 Oriental Red
    		 1981-83
    2A
    		 Mist Silver Metallic
    		 1982-83
    2B
    		 Sun Yellow
    		 1982
    2C
    		 Slate Blue Metallic
    		 1982-83
    2D
    		 Deep Night Blue
    		 1982-83
    2E
    		 Sea Blue Metallic
    		 1982
    2H
    		 Topaz Gold
    		 1982-83
    2J
    		 Jamaican Beige
    		 1982-83
    3A
    		 Almond Beige
    		 1983
    3B
    		 Sebring Red
    		 1983
    3C
    		 Sterling
    		 1983
    3H
    		 Diamond Blue
    		 1983
    3J
    		 Jade Mist
    		 1983
    3L
    		 Amber Glow
    		 1983
    3P
    		 Garnet
    		 1983
    75R1003
    		 Low Gloss Black (black out)
    		 1980
    76R19
    		 Low Gloss Black (black out)
    		 1981
    Fleet Only Colors
    		  1979
    		 1980
    		 1981
    		 1982
    		 1983
    Transport Yellow   FA FA    
    Omaha Orange   FB FB    
    Federal Grey   FC FC    
    Forrest Green   FE FE    
    Olive Drab   FH FH    

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    The unlabeled number at the bottom of the body tag is the Sequential Assembly Number. This number was assigned to the vehicle as it entered the final assembly line. Cars assembled in Kenosha will have an "E" or "W" preceding the number. This designated the East or West assembly line. Cars assembled in Brampton will have a "B" preceding the number. Vehicles were assembled in batches as needed -- i.e., 10 Spirits may be assembled then 20 Concords followed by 15 Matadors, etc. Minimum and maximum sizes of batches are unknown -- in some cases single cars may have gone through the lines.

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • American Motors, The Last Independent; Patrick Foster, ISBN 0-87341-240-0
    • Cars & Parts Catalog of American Car ID Numbers 1970-1979, ISBN 0-87938-518-9
    • 1974 American Motors Technical Service Manual
    • 1980-81 American Motors Technical Service Manuals
    • 1979-83 American Motors Sales Catalogs
    • The Standard Catalog of American Motors, 1902-1987, ISBN 0-87341-232-X
    • MOTOR AUTO REPAIR MANUAL 46th Edition. 1977-1983
    • Chilton Repair & Tune-Up Guide. American Motors 1975-1986
    • The Compact Chronicles, Copyright 1992, Frank Swygert

    top

    Series 50 (Marlin, SX/4, Premier)

    Info about Series 50 cars goes here.

    1965-67 Marlin <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1981-83 SX/4 <--- EMPTY

    1981-83 Eagle SX/4
    Eagle SX/4
    Eagle SX/4


    This page is up for adoption! If you would like to assist in maintaining this page please send Frank Swygert (farna@att.net) and Matt Haas (mhaas@one.net) an e-mail. More than one person can adopt a single page.

    1988-92 Premier <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    Series 60 (Pacer)

    1975-1980 AMC PACER

    Coupes and Wagons

    1975 AMC PACER COUPE
    1975 AMC PACER COUPE     		1979 AMC PACER WAGON
    1979 AMC PACER WAGON
    PACER SALES
    NUMBERS
    From Standard Catalog
    of American Motors
    Total Number
    279,094    		 YEAR
    1975
    1976
    1977
    1978
    1979
    1980
    1981    		 Coupes
    72,158 Coupes
    117,244 Coupes
    20,265 Coupes
    7,411 Coupes
    2,863 Coupes
    405 Coupes
    (Likely 1980) 236    		 Wagons
    Not Introduced
    Not Introduced
    37,999 Wagons
    13,820 Wagons
    7,352 Wagons
    1,341 Wagons
    Coupes & Wagons    		 TOTALS
    72,158 Total
    117,244 Total
    58,264 Total
    21,231 Total
    10,215 Total
    1,746 Total
    236 Total

    General Information

    With a rough sketch drawn in 1971, Richard Teague began a revolution in automotive design... quite a bit before its time. His car, the AMC Pacer, was first introduced in 1975, heading for a short life of six model years and a production total of just over 280,000 units. The Pacer wagon was introduced in 1977, and total production ceased in 1980. The smallest of the "Big Four" American automobile manufacturers at the time (or, the only American car company independent of the "Big Three", as some say), AMC met its demise in 1987, being bought out by Chrysler Corporation.

    As Ricky Young of the Orange County Register stated, "When Pacers came out, it was the era of the Ford Granada. Round was unheard of." It was not until the early 90's that round became commonplace. The Pacer was ahead of its time. Criticized by many for its nonstandard design, it was at the same time praised for its revolutionary concepts of passenger comfort, convenience, and economy. More than a decade and a half after the end of production, very few specimens are still in existence, and those that are remain a novelty.

    Though people often disagree on their opinions of the Pacer, it's very hard to dispute its uniqueness. Throughout its history, the Pacer has played many roles: innovative automobile, laughing-stock of the showroom, road "warrior", 70s pop culture icon, and more.

    Above Information Courtesy of Jeni's Site

    top

    Body Styles And Trim Levels

    "X", "D/L", "Limited" -- What does this mean? The Pacer was available with a number of different packages throughout the model years. Note that many of the features listed below were also available as individual options on a base model Pacer.

    • X Package: Available '75-77 (a "sport package" was available in '78), this was the "sporty" Pacer package. It featured sporty appearance options (vinyl bucket seats, sports steering wheel, custom trim, etc.), as well as sporty functional features (manual floor shift, front sway bar). A "Pacer X" is denoted by special ornamentation on the exterior body.
    • D/L Package: Available '75-77 as an upgrade option, the D/L ("De-Luxe") became the base package '78-80. It featured options like individual reclining seats in Basketry print fabric, wheel covers, extra molding and trim, woodgrain instrument panel overlay, etc. A "Pacer D/L" is denoted by special ornamentation on the exterior body.
    • Limited: The Limited was the Pacer's super-luxury package, available '79-80. It featured leather seats, power door locks, power windows, tilt steering wheel, and deeper-pile carpet (18-oz. vs. the standard 12-oz.). A "Pacer Limited" is denoted by special ornamentation on the exterior body.

    top

    Pacer Sticker and VIN Number

    Pacer Sticker and VIN Number Statisitics There are all sorts of statistics one can glean from a Pacer's stickers and other markings, but the cryptic acronyms and numbers are sometimes difficult to decipher. You can find these two stickers on the inside of the driver's door of your Pacer:

    • Door Tag: This alumninum "builder's plate" has raised characters, much like embossed numbers on a credit card. ("Builder's plates" were originally found in the railroading industry, made from cast brass.)
    • Safety Certfication Label: This plastic-coated, tamperproof label certifies that the vehicle follows all safety requirements in the country in which it was first sold, as of the date it was manufactured. See below to analyze your vehicle.

      Above Information Courtesy of Jeni's Site

      top

      Engines

      Engines available were limited to 3 sizes, 232cid 6, 258cid 6, and the 304cid V8.
      • 232 cid OHV Inline Six, 1V, - 1975 thru 1979 (Base Option, 49 State, Canada)
      • 258 cid OHV Inline Six, 1V, - 1975 thru 1980 (California, Only)
      • 258 cid OHV Inline Six, 2V, - 1975 thru 1980 (Optional, 49 State, Canada)
      • 304 cid OHV V-8, 2V - 1978 thru 1980 (Optional, 49 State, Canada) Note: 304 V8 only available with Model 998 auto transmission.
      232 cid & 258 cid Inline 6 cyl.
      American Motors Engine Build Code.
      • Machined surface between #2 and # 3 sparkplugs.
      • Note: 232 cid and 258 cid 6 cyl Engines built for sale in Georgia and Tennessee (Starting in 1977) have an additional non-repeating 7 digit number located the right side of the engine below the Build Date Code. (Examples: Kenosha: *E-1197277*, *W-1207177*- Brampton (Canada): *CO316477*.)

      The numbers of the code identify the year, month and day the engine was built.

      1st Character
      (Year)
      See Below      		 2nd-3rd Characters
      (Month)
      01-12      		 4th Character
      (Engine Type)
      A, C, or E      		 5th-6th Characters
      (Day)
      01-31

      Years
      1975
      1976
      1977      		 1st Character (Year)
      8 - 1975
      9 - 1976
      1 - 1977      		 Letter Code
      A
      C
      E      		 CID
      258
      258
      232      		 Carburator
      1V
      2V
      1V      		 Comp Ratio
      8.0:1
      8.0:1
      8.0:1
      Years
      1978
      1979
      1980      		 1st Character (Year)
      2 - 1978
      3 - 1979
      4 - 1980      		 Letter Code
      E
      C
      A      		 CID
      232 (78 only)
      258
      258      		 Carburator
      1V
      2V
      1V      		 Comp Ratio
      8.0:1
      8.3:1
      8.3:1

      Oversize or Undersize Components
      Some engines may be built with oversize or undersize components. These engines are identified by a single or double letter stamped on a boss between the ignition coil and distributor.

      Code LetterDefinition
      B
      .
      M
      .
      P
      .
      C
      .
      		 All cylinder Bores
      .
      All crankshaft main bearing journals
      .
      All connecting rod bearing journals
      .
      All camshaft bearing bores 
      		 0.010 inch
      (.254mm) Oversize
      0.010 inch
      (.254mm) Undersize
      0.010 inch
      (.254mm) Undersize
      0.010 inch
      (.254mm) Oversize

      304 CID V-8 cyl.
      American Motors Engine Build Code

      • On a tag attached to the right Bank Valve Cover.
      • NOTE: 8 cyl 304 cid Engines built for sale in Georgia and Tennessee (Starting in 1977) have an additional non-repeating 7 digit number located on a machined pad on the left side of the block adjacent to front core plug. (Examples: Kenosha-Built *E-1197277*, *W-1207177*, Brampton Built *C.316477*).

      The numbers of the code identify the year, month and day the engine was built.

      1st Character
      (Year)
      See Below      		 2nd-3rd Characters
      (Month)
      01-12      		 4th Character
      (Engine Type)
      H      		 5th-6th Characters
      (Day)
      01-31
      Years
      1978
      1979
      		 1st Character (Year)
      2 - 1978
      3 - 1979
      		 Letter Code
      H
      H
      		 CID
      304
      304
      		 Carburator
      2V
      2V
      		 Comp Ratio
      8.4:1
      8.4:1

      Oversize or Undersize Components
      Some engines may be built with oversize or undersize components. These engines are identified by a single or double letter code stamped on the build code tag attached to the right valve cover.

      Code LetterDefinition
      B
      .
      M
      .
      P
      .
      C
      .
      		 All cylinder Bores
      .
      All crankshaft main bearing journals
      .
      All connecting rod bearing journals
      .
      All camshaft bearing bores 
      		 0.010 inch
      (.254mm) Oversize
      0.010 inch
      (.254mm) Undersize
      0.010 inch
      (.254mm) Undersize
      0.010 inch
      (.254mm) Oversize

      top

      Transmissions

      There are 2 Manual (all are floor mount) and 2 Automatic transmissions (floor or column mount) used in Pacer Production.
      • Tremec Model 150T - 3 speed manual, (machined to American Standard sizes) standard equipment on 232 cid, and 258 cid 6 cyl motors. (until 1979)
      • Warner Model SR4 - 4 speed manual, (machined to Metric sizes) introduced in 1976, optional equipment on 232 cid (until 1979) , and 258 cid 6 cyl motors (then standard in 1979).
      • Chrysler Model 904 - 3 speed automatic, standard equipment on 232 cid, and 258 cid 6 cyl motors.
      • Chrysler Model 998 - 3 speed automatic, standard equipment on 304 cid V-8 motors.
      • Laycock de Normanville Overdrive unit. (rare option, used with T150 3 spd manual transmission).
      MANUAL TRANSMISSIONS

      Model 150T has a nine character identification number stamped on the left front case flange. Identification numbers are decoded as follows. The first 2 numbers represent the transmission service code, part number and speedometer drive gear (e.g. FE, FH, FJ, DR, GS, GT, GU, GV) 3rd number is Month of build, 4th number is Year of build, Last 4 are sequence number. The 150T uses an external-type, adjustable, floor shift linkage. The case is made of cast iron and the extension housing of cast aluminum. The case can be identified easily by its nine bolt top cover, which is narrower in front. This transmission does not have a drain plug.

      OverDrive Unit is an electro-hydraulic actuated, planetary gear type, mounted to a special adapter at the rear of the transmission. When actuated the output shaft rotates at a higher speed than the mainshaft, thereby accomplishing a 30% reduction in engine speed in relation to vehicle speed. The overdrive is actuated by a switch located beneath the steering wheel, energizing a solenoid on the overdrive unit, via a switch on the transmission, which is cut in only when Third gear is engaged.

      SR4 4 speed manual transmission has an identification number tag containing Warner and American Motors part numbers, and is located at the rear of the transmission, and the Warner number is usually cast into the side of the case. The SR4 has an internal, non-adjustable shift linkage. The case and extension housing are cast aluminum. Top cover is rectangular with 4 or 6 bolts, and case is equipped with a drain plug.

      AUTOMATIC TRANSMISSIONS are fully automatic, manually controlled three-speed transmissions with hydraucally applied clitches, bands and servos, and a troque converter and complementary plentary gear system. Case and converter housing on 904 and 998, is an integral aluminum casting.

      904 used with 232cid and 258cid 6cyl engines uses a conventional torque converter. Equipped with single wrap rear band.

      Codes and Part Numbers Part Number consists of a 7 digit stamped on the left side of the case just above the oil pan mating surface. Kenosha-built cars used Final Line Building Sequence Number followed by 2 numerical digits to signify year. Brampton-built vehicles used Body Sequence Number preceeded by letter C and followed by year digits. Cars built for sale in Georgia and Tennessee have a different system. The above numbering system is used and stamped on the right side of the converter housing, on the starter housing boss. Further, the part numbers are preceeded and followed by an asterisk to preclude alterations. Following the part number is a coded 4 digit number indicating date of manufacture (Above 5269, add 1 for each day after Jan 1, 1976. eg 5281 for Jan 12, 1976). Last group of numbers is the transmission serial number.

      998 used with the 304 cid V8 engine uses a lockup torque converter. Equipped with double wrap rear band, also differs from 904 in valve body and has reinforcing ribs cast into top of rear servo boss on the case.

      top

      Rear Axles

      Pacers are assembled using AMC's 7 9/16" ring gear units. These are semi-floating with hypoid gears and tapered axle shafts. Twin-Grip limited slip differential is an available option. The rear axle housing consists of a nodular cast iron center section and two axle tubes which are pressed into the center section. The center section houses the drive gear, drive pinion, and differential assembly. A vent fitting and hose assembly are mounted on the right-hand axle tube to relieve internal pressure build-up. A Letter Code used to identify the axle ratio will be found on most differentials, stamped on the right axle tube housing boss, on the rear side, adjacent to the dowel hole.

      Axle Size and Ratio Identification 7 9/16"
      Std DifferentialTwin-Grip DifferentialAxle RatioPinion/Ring Gear
      Tooth Combinations
      HU2.73:115/41
      FT2.53:113/40
      KV2.53:117/43

      Rear Axle Application Chart - Pacer
      YearsCodeRatio49 States T150904SR4998CaliforniaHigh Altitude
      1975-76 H2.73StandardNot Available
      F3.08OptionalN/AvailableStandardOptional
      K2.53OptionalNot AvailableNo Option
      1977 H (U)2.73StandardNo OptionN/AvailableNo Option
      F (T)3.08OptionalNo OptionOptionalStandard
      K (V)2.53OptionalNo OptionOptionalStandardN/AvailableOptionalNo Option
      1978 H (U)2.73 Standard 232Not AvailableStandard 232
      Std 258No OptionStd 258OptionalN/AvailableSR4 OnlyNo Option
      F (T)3.08
      Optional w/ 258 CIDN/AvailableOpt W/904Optional
      K (V)2.53
      OptionalNot AvailableOptionalStd 232/
      Opt 258      		Optional
      No HA      		No Option232 W/SR4
      No 258
      1979 K (V)2.73 Std 258No OptionStandard 258 No Option
      Std 304No OptionStandard 304 No Option
      H (U)2.73 Opt 258No OptionCalif Std 258 Calif OptStandard 258Optional w/ 904
      Opt 304No OptionStandard 304
      1980 K (V)2.73 Std 258No OptionStandard 258 No Option
      304No DATA
      H (U)2.73 Opt 258No OptionCalif 258 Calif OptStandard Optional w/ 904
      304No DATA

    YearsCodeRatio49 States T150904SR4998CaliforniaHigh Altitude

    AMC VIN (serial number) Decoder

    A7A66 7C223000
    • A = AMC
    • 7 = year (1977)
    • A = transmission type ()
    • 6 = car series (Pacer)
    • 6 = body type (2 door sedan)
    • 7 = model = Pacer
    • C = engine (258-2v)
    • 2 = assembly location (Kenosha)
    • 23000 = production sequence number
    Manufacturering Year
    Letter+No197519761977197819791980
    AAmerican Motors Corporation
    0 1980
    51975
    61976
    71977
    81978
    91979
    Transmissions
    Letter197519761977197819791980
    A3 speed / auto / column
    C3 speed / auto / floor
    D3 spd / man / floor w/overdrive
    E3 speed / manual / floor
    M4 speed / manual / floor
    S3 speed / manual / column
    Car Series
    Number197519761977197819791980
    6Pacer
    Body Type
    Number197519761977197819791980
    62 Door Sedan (Coupe)
    82 Door Station Wagon
    Group (Body Class) (Model)
    Number197519761977197819791980
    7Pacer
    Engine
    Letter197519761977197819791980
    A258-1V
    C258-2v
    E232-1v
    H304-2v
    Assembly Location
    Number197519761977197819791980
    1Kenosha
    2
    3
    4
    5
    6
    7Brampton
    9Brampton

    top

    Bibliography

    VIN DECODER information adapted by Charles D Patterson courtesy of data compiled by John Rosa, from his "Javelin Home Page, where it is available in Excel and plain text formats, and by G. T. Paine.

    For further Pacer General Information, please visit Jeni's Pacer Site for a wealth of Pacer Information, and if your Pacer is not Registered, also visit the Pacer Registration Site for Registered Owners and their cars.

    Reference Publications:

    top

    1975-80 Pacer

    1975-1980 AMC PACER
    Coupes and Wagons
    1975 AMC PACER COUPE
    1975 AMC PACER COUPE     		1979 AMC PACER WAGON
    1979 AMC PACER WAGON
    PACER SALES
    NUMBERS
    From Standard Catalog
    of American Motors
    Total Number
    279,094    		 YEAR
    1975
    1976
    1977
    1978
    1979
    1980
    1981    		 Coupes
    72,158 Coupes
    117,244 Coupes
    20,265 Coupes
    7,411 Coupes
    2,863 Coupes
    405 Coupes
    (Likely 1980) 236    		 Wagons
    Not Introduced
    Not Introduced
    37,999 Wagons
    13,820 Wagons
    7,352 Wagons
    1,341 Wagons
    Coupes & Wagons    		 TOTALS
    72,158 Total
    117,244 Total
    58,264 Total
    21,231 Total
    10,215 Total
    1,746 Total
    236 Total

    General Information

    With a rough sketch drawn in 1971, Richard Teague began a revolution in automotive design... quite a bit before its time. His car, the AMC Pacer, was first introduced in 1975, heading for a short life of six model years and a production total of just over 280,000 units. The Pacer wagon was introduced in 1977, and total production ceased in 1980. The smallest of the "Big Four" American automobile manufacturers at the time (or, the only American car company independent of the "Big Three", as some say), AMC met its demise in 1987, being bought out by Chrysler Corporation.

    As Ricky Young of the Orange County Register stated, "When Pacers came out, it was the era of the Ford Granada. Round was unheard of." It was not until the early 90's that round became commonplace. The Pacer was ahead of its time. Criticized by many for its nonstandard design, it was at the same time praised for its revolutionary concepts of passenger comfort, convenience, and economy. More than a decade and a half after the end of production, very few specimens are still in existence, and those that are remain a novelty.

    Though people often disagree on their opinions of the Pacer, it's very hard to dispute its uniqueness. Throughout its history, the Pacer has played many roles: innovative automobile, laughing-stock of the showroom, road "warrior", 70s pop culture icon, and more.

    Above Information Courtesy of Jeni's Site

    top

    Body Styles And Trim Levels

    "X", "D/L", "Limited" -- What does this mean? The Pacer was available with a number of different packages throughout the model years. Note that many of the features listed below were also available as individual options on a base model Pacer.

    • X Package: Available '75-77 (a "sport package" was available in '78), this was the "sporty" Pacer package. It featured sporty appearance options (vinyl bucket seats, sports steering wheel, custom trim, etc.), as well as sporty functional features (manual floor shift, front sway bar). A "Pacer X" is denoted by special ornamentation on the exterior body.
    • D/L Package: Available '75-77 as an upgrade option, the D/L ("De-Luxe") became the base package '78-80. It featured options like individual reclining seats in Basketry print fabric, wheel covers, extra molding and trim, wood grain instrument panel overlay, etc. A "Pacer D/L" is denoted by special ornamentation on the exterior body.
    • Limited: The Limited was the Pacer's super-luxury package, available '79-80. It featured leather seats, power door locks, power windows, tilt steering wheel, and deeper-pile carpet (18-oz. vs. the standard 12-oz.). A "Pacer Limited" is denoted by special ornamentation on the exterior body.

    Pacer Sticker and VIN Number Statisitics There are all sorts of statistics one can glean from a Pacer's stickers and other markings, but the cryptic acronyms and numbers are sometimes difficult to decipher. This guide exists to help you figure all of that out!

    Above Information Courtesy of Jeni's Site

    top

    Engines

    Engines available were limited to 3 sizes, 232cid 6, 258cid 6, and the 304cid V8.
    • 232 cid OHV Inline Six, 1V, - 1975 thru 1979 (Base Option, 49 State, Canada)
    • 258 cid OHV Inline Six, 1V, - 1975 thru 1980 (Base Option, California)
    • 258 cid OHV Inline Six, 2V, - 1975 thru 1980 (Optional, 49 State, Canada)
    • 304 cid OHV V-8, 2V - 1977 thru 1980 (Optional, 49 State, Canada)
    232 cid & 258 cid Inline 6 cyl.
    American Motors engine code is found in two places.
    1) Plate on firewall.
    2) Machined surface between #2 and # 3 sparkplugs.
    Further, displacement is cast into the side of the block.

    top

    Transmissions

    There are 2 Manual and 2 Automatic transmissions used in Pacer Production.
    • Model 150T three speed manual, (machined to American Standard sizes) standard equipment on 232cid, and 258cid 6cyl motors.
    • Model SR4 four speed manual, (machined to Metric sizes) optional equipment on 232, and 258 6cyl motors.
    • Model 904 3 speed automatic, standard equipment on 232cid, and 258cid 6 cyl motors.
    • Model 998 3 speed automatic, standard equipment on 304cid V-8 motors.

    top

    Until further information is added here, please visit Jeni's Pacer Site for a wealth of Pacer Information, and also visit the Pacer Registration Site for Registered Owners and their cars.

    top

     

    Series 70 (Javelin, 71-74 AMX)

    Info about Series 70 cars goes here.

    1968-70 Javelin <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1971-74 Javelin & AMX <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    Series 80 (Ambassador, 75-78 Matador Sedan & Wagon)

    The Series 80 was the luxury flagship of AMC. AMC retained the Series 80 designation for its big car even after dropping the Nash (and Hudson) nameplates that the 1958 models were originally intended to wear. The Ambassador nameplate was used continuously from 1932 until its demise in 1974 -- a period of 42 years. This makes it the longest continually used model name in automotive history.

    1958-62 Ambassador

          1958 - 1961 Rambler Ambassador


    car pictures go here

                                Development

    AMC and its constituent companies, Nash and Hudson, had lost money in 1954 and 1955, and would continue to loose money during 1956 and 1957. When development of the 1958 models began in early 1956,  the outlook was bleak and would become more so throughout the year.  The challenge the company was facing was that, on the one hand, the success of the 1958 models would be imperative for the survival of the company, and on the other,  the resources available required creative reuse of existing body structures, powertrains and components rather than the development of something brand new.  As it turned out, the company, under the leadership of AMC President George Romney, succeeded brilliantly at creative reuse, aided by  increasing consumer interest in products somewhat smaller, more economical and less flamboyant than what AMC's competitors were offering. There were some compromises during development, but buyers were not deterred.  AMC earned a profit for the first time in 1958, and the 1958 cars, appropriately updated, continued to generate profits until they were replaced in 1963.

    The Ambassador model would be a replacement for the Nash and Hudson makes which would not be built after 1957.  The Ambassador was intially intended to be sold with Nash and Hudson badges through existing Nash and Hudson dealers, but it became apparent  in mid 1957 that a consolidation of the two networks into a single AMC Rambler network was an economic necessity.  As a replacement for Nash and Hudson,  the Rambler Ambassador would have to offer more to justify its higher price. A larger body shell than that used for the 108" wheelbase Rambler would have been ideal, but AMC did not have the resources to produce two separate body shells.  They had to extend the Rambler body shell 9 inches forward of the cowl to accomodate the larger V8 that would be standard in the Ambassador, and thus they got their larger car. They did not get a larger interior.  This was an essential compromise given the financial constraints at the time.

    The Ambassador received a 5.35 liter V8 as standard equipment, compared with the 4.1 liter V8 that was optional equpment in the 108" wheelbase models.  That, and a standard anti-sway stabilizer bar on the front suspension, were the only mechanical differences between the two cars. The increased power was just enough to offset the additional weight. both cars were good straight line performers, which was the only measure of performance for most U.S. car buyers in 1958, and, according to contemporary evaluations, consumed slightly less fuel than their counterparts because of their lower weight.

                       The Rambler Ambassador on the market

    All three 1958 Rambler lines were promoted as "compacts", and that was a magic word in 1958. A better term would have been practical design :  comfortable 5/6 passenger interior, less exterior size and vehicle weight. Only the 100" wheelbase American was truly a compact. But "compact" worked.  It worked so well that it prompted AMC's four competitors to introduce their own compacts, starting in 1959.

    The Ambassador was sold as a "luxury compact", but at 3500 pounds it was not  compact. However, it was more so than the 1958 Dodge, Pontiac Chieftain and wagon, Edsel Ranger/Pacer/wagon , which sold for the same price but weighed between 150 and 200 pounds more for comparable models.  So with the Ambassador, Rambler dealers could offer their customers a larger car with a more powerful V8 and a more luxurious interior than were offered in the smaller Rambler. All  Ramblers used unit body construction, not available in any other U.S. cars except for the expensive Lincoln and Ford Thunderbird,  a more thorough anti  rust immersion process than available elsewhere, and, because of the success of the 1958 Ramblers, excellent resale value.  What they could not offer was a larger interior than the 108"  Rambler. While some of their competitors could not do so either - the cost saving measure of stretching a body shell forward of the cowl to create a larger car without expanding the passenger compartment was common then and it is today. However, in public perception, a Pontiac was a step up from a Chevrolet, a Rambler Ambassador was a Rambler.  These two factors - lack of a separate nameplate and lack of a larger interior probably limited marketplace acceptance of the  Rambler Ambassador.

    top

                  Body Styles and Trim Levels

     

    The Ambassador was offered in Super and Custom trim, the difference being more luxurious interior trim and exterior chrome on the Custom.  A Deluxe was offered for fleet sales from 1959 on.  All body styles were 4 door. This was another compromise of the development process.  Four door models were more popular than two door, so to cut costs, the 108" body shell, and the 117" Ambassador body shell developed from it, were only available in 4 door body styles. However, hardtop body styles  were popular in 1956, so both the 108" Rambler and the Ambassador that followed were available as 4 door hardtops and 4 door hardtop wagons, which was an AMC innovation.  The pillarless designs were expensive to manufacture and proved to be less popular than expected, so they were dropped after 1960. Although AMC would offer convertibles in the future, they never again offered a 4 door pillarless body style.

     

    top

                                        Engines

    The only engine offered on the 1958 - 1961 Rambler Ambassador was a 5.35 liter V8. For 1958 and 1959, only was version was available : 4 barrel Holley carburetor, 9.7 : 1 compression ratio, 270 hp.. For 1960 and 1961, that version became optional. The standard engine fo 1960 and 1961 was a  2 barrel Holley, 8.7 : 1 compression ratio, 250 hp.

                            Transmissions

    A  three speed manual transmission was standard for all models, all years; an optional overdrive was available. However, it is likely that almost all of these cars came with "Flash o Matic", a three speed automatic manufactured by Borg Warner with a push button dash control.

    top

    Production Numbers

     

      1958 1959 1960 1961
    Deluxe sedan       0        155      302      273
    Super sedan    2.774     4.675   3.990   3.299
    Super wagon    1.051     1.782   1.979   1.376
    Custom sedan    6.369   10.791 10.949 10.100
    Custom wagon    2.742     4.341    5.002   3.794
    Custom 4 door hardtop    1.340     1.447    1.141    0
    Custom 4 door hardtop wagon       294        578       435    0
    t o t a l 14.570  23.769  23.798  16.842
    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Series 5800 summary of U.S. production - automobiles. AMC internal memo.
    • Series 5900 summary of U.S. production - automobiles. AMC internal memo, dated 9/17/59.
    • Rambler sales catalogs, 1958 - 1961.
    • AMCRC Rambler Club. 1958 - 1969 Rambler production handbook.
    • John Gunnell. Standard catalog of American cars, 1946 - 1975. Kraus Publications, 2002.
    • Auto Editors of Consumer Guide. Encyclopedia of American cars. Publications International, 2006.
    • Ward's automotive yearbook, 1959 - 1962.
    •  
    • Resource 2

    top

    Rambler Ambassador, 1958 - 1962

     

                                  Development

    AMC and its constituent companies, Nash and Hudson, had lost money in 1954 and 1955, and would continue to loose money during 1956 and 1957. When development of the 1958 models began, in early 1956, the outlook was bleak and would become more so throughout the year. On the one hand, it was imperative that the 1958 models would be very successful, or the new company would not be able to continue operating. On the other hand, the resources available required creative re-use of existing bodies and powertrains rather than anything brand new.  As it turned out, the company under the leadership of AMC President George Romney succeded brilliantly at adaptive re-use, and their 1958 line coincided with increasing buyer interest in products somewhat less flamboyant and smaller than what AMC's competitors were offering.  There were some compromises during development, but buyers did not notice. AMC earned a profit for the first time in 1958, and the  1958 cars continued to generate profits with annual updates through 1962.

    The Ambassador model would be a replacement for the Nash and Hudson models, which would not be built after 1957. The Ambassador was initially intended to be sold with Nash and Hudson badges through  existing Nash and Hudson dealers, but  it soon became apparent that the consolidation of Nash and Hudson dealer networks into a single AMC Rambler network was an economic necessity.  As a replacement for Nash and Hudson, it would have to offer more to justify a higher price.  A separate body shell from that used for the standard Rambler would have been ideal, and would have added passenger room, but AMC did not have the funds to produce two separate body shells. They had to extend the Classic body shell by 9 inches forward of the cowl to accomodate the larger V8, and thus they got their larger car. They did not get a roomier car. This was an essential compromise within the development process.

    The Ambassador received a 5.35 liter V8 as standard equipment , compared with the 4.1 liter V8 that was optional in the 108" Rambler. The Ambassador engine was rated at  250 hp with a two barrel carbuerator,  270 with an optional 4 barrel.  That, and a standard anti-sway stabilizer bar on the front suspension, were the only major mechanical differences between the two cars.  The increased power was just enough to offset the additional weight.  Both cars were good straight line performers, which was all that mattered at the time, and, according to contemporay evalutions, consumed slightly less fuel than their counterparts because of their lower weight. 

                The Rambler Ambassador on the market

    All three 1958 Rambler lines were promoted as "compacts", and that was  a magic word in 1958. A better word would have been practical design : standard 5/6 passenger interior, less exterior size and weight.  Only the 100 " wheelbase American was truly a compact. But "compact"  worked. It worked so well, that it prompted AMC's four competitors to offer compact cars for the first time, starting in 1959 and 1960.

    The Ambassador was a "luxury compact", but at  at 3500 pounds or more, it was not really compact. It was more so than the 1958 Pontiac Chieftain, Dodge Coronet, Edsel Ranger/Pacer/wagon or Mercury Monterey, which sold for about the same price but weighed about 150 - 200 pounds more. So with the Ambassador,  Rambler dealers could offer their customers a larger car than the standard Rambler with a standard V8 larger than that available in the standard Rambler and a more luxurious interior. In addition, the Ambasssador shared with the standard models a unit body, not available from any other U.S. manufacturer in 1958 - 1959 except for the expensive Lincoln and Ford Thunderbird, a more thorough rust prevention process . What they could not offer was a car with additional interior room to justify the higher price. While some of the aforementioned competitors could not do so either - the cost saving measure of stretching a smaller body shell to make a larger car without expanding the passenger compartment  was common then and is today. However, in public perception, a Pontiac was a step up from a Chevrolet, a Rambler Ambassador was still a Rambler. These two factors - lack of a separate nameplate and no additional interior room at a higher price- probably limited marketplace acceptance .

               Rambler Ambassador production, 1958 - 1961

       1958  1959   1960   1961
    Deluxe sedan       0      155     302      273
    Super sedan   2.774   4.675   3.990   3.299
    Super wagon   1.051   1.782   1.979   1.376
    Custom sedan   6.369 10.791 10.949 10.100
    Custom wagon   2.742   4.341   5.002   3.794
    Custom 4 door hardtop   1.340   1.447   1.141      0
    Custom 4 door hardtop wagon       294      578      435      0
    total 14.570 23.769 23.798 16.842

     

    Sources for this article

    Series 5800 summary of U.S. production - automobiles. AMC internal memo              

    Series 5900 summary of U.S. production - automobiles. AMC internal memo   

    Rambler sales catalogs, 1958 - 1961.

    AMCRC Rambler Club. 1958 - 1969 Rambler production handbook   

    Auto Editors of Consumer Guide. Encyclopedia of American cars. Publications International 2006.              

    1963-66 Ambassador <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1967-74 Ambassador <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    1975-78 Matador Sedan & Wagon <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top

    Series 90 (Alliance, Encore)

    Info about Series 90 cars goes here.

    1982-88 Alliance & Encore <--- Empty

    Page Title


    car pictures go here

    General Information

    Surely someone knows something about this car.

    top

    Body Styles and Trim Levels

    top

    Engines

    top

    Transmissions

    top

    Production Numbers

    top

    VIN Decoder

    top

    Unit Body Identification Plate

    Body

    Model

    Trim

    Paint

    The following colors were available in ????-????. The original color can be determined by looking at the Paint code on the body tag. If there are two codes separated by a dash, the first code is the primary body color and the second code is the upper body (sometimes roof) or accent color. For example, a car that was black with a white top would have a paint code of 1-72. Paint codes may also be prefixed with a P or suffixed with an A. Note that some cars were painted non-standard colors. These cars will typically have a code such as " 00" or "SPEC". This was reserved for large orders in the special color, usually for fleet use.

    Paint Code Color Years
    1 Classic Black ???

    Color samples can be viewed at http://autocolorlibrary.com/aclns.html

    Sequential Assembly Number

    top

    Bibliography

    The following sources were used to verify the information contained on this page:

    • Resource 1
    • Resource 2

    top