1950-55 Nash and Hudson Rambler

1950-1955 Nash and 1955 Hudson Rambler

1950 Rambler

General Information Body Styles And Trim Levels Engines Transmissions Production Numbers Serial Number Decoder Unit Body Identification Plate Bibliography

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.

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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

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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)

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

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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

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

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

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

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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 Body Styles And Trim Levels Production Numbers Bibliography 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

General Information Body Styles And Trim Levels Engines Transmissions Production Numbers Serial Number Decoder Unit Body Identification Plate Bibliography

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.

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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

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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)

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

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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

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

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

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

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.

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

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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

General Information Body Styles And Trim Levels Engines Transmissions Production Numbers Serial Number Decoder Unit Body Identification Plate Bibliography

 

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.

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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)

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
 

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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

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

 

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.

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

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.

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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

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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

General Information Body Styles And Trim Levels Engines Transmissions Production Numbers Serial Number Decoder Unit Body Identification Plate Bibliography

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.

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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

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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.

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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

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Production Numbers

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

Body & Trim Style	1963	1964	1965	1966
4 door sedan, 550	46.759	24.070	28.381	22,485
4 door sedan, 660	82.713	48.958	49.158	-
4 door sedan, 770	43.150	23.788	23.547	46,044
2 door sedan, 550	15.409	6.999	7.082	5,505
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	15.363	13.759	9,390
4 door station wagon, 660	53.519	37.579	31.948	-
4 door station wagon, 770	23.718	19.358	15.599	24,528
5 door station wagon, 660, 8 pass.	6.902	-	-	-
2 door hardtop, 770	-	20.868	14.762	8,736
2 door Typhoon hardtop (1964), 770 H (1965), Rebel (1966)	-	2.520	5.706	7.512
770 convertible (1965), Rebel convertible (1966)	-	-	4.953	1.806
ckd units	-	5.252	5.040
Total	321.019	211.551	204.016	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

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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)

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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:

Company	Year	Transmission Type	Series	Body Type	Trim Level	Engine	Sequential Serial Number*
A	6	F	1	3	7	B	100001

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 A Column shift automatic C Floor shift automatic S Three speed column shift M Four speed floor shift	Char. 5 - Body Type 5 4 door sedan 6 2 door sedan 7 2 door convertible 8 4 door wagon 9 2 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 G 232 cid, 2 bbl E 232 cid, 1 bbl H 287 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.

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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 Trim	1963	1964	1965	1966
15 = 4 door sedan, 550 (base)	X	X	X	X
15-2 = 4 door sedan, 660	X	X	X
15-5 = 4 door sedan, 770	X	X	X	X
16 = 2 door sedan, 550 (base)	X	X	X	X
16-2 = 2 door sedan, 660	X	X	X
16-5 = 2 door sedan, 770	X	X
17-5 = 2 door convertible, 770			X	X
18 = 4 door station wagon, 550 (base)	X	X	X	X
18-2 = 4 door station wagon, 660	X	X	X
18-4 = 5 door station wagon, 660, 8 passenger	X
18-5 = 4 door station wagon, 770	X	X	X	X
19-5 = 2 door hardtop, 770		X	X	X
19-7 = 2 door hardtop, 770H		X	X
19-7 = 2 door hardtop, Rebel				X

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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.

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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 Code	Color	Years
P1	Classic Black	1963 - 1966
P3A	Antigua Red	1965, 1966
P4A	Mystic Gold Metallic	1965
P5A	Legion Blue	1965
P6A	Viscount Blue Metallic	1965
P7A	Seaside Aqua	1965
P8A	Marina Aqua Metallic	1965
P9A	Atlantis Aqua Metallic	1965
P10A	Montego Rose	1965
P11A	Barcelona Taupe Metallic	1965
P12A	Corral Cordovan Metallic	1965
P13A	Solar Yellow Metallic	1964, 1965
P14A	Silver Metallic	1965
P15A	Brisbane Blue Metallic	1966
P16A	Britannia Blue Metallic	1966
P17A	Crescent Green	1966
P18A	Granada Green Metallic	1966
P19A	Balboa Aqua	1966
P20A	Cortez Aqua Metallic	1966
P21A	Marquessa Mauve Metallic	1966
P23A	Samoa Gold Metallic	1966
P24A	Caballero Tan Metallic	1966
P25A	Apollo Yellow	1966
P30	Briarcliff Red	1963
P37A	Sungold Metallic	1966
P40	Majestic 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
P51	Rampart Red	1964
P52A	Sentry Blue Metallic	1964
P53	Forum Blue	1964
P54A	Woodside Green Metallic	1964, 1965
P55	Westminster Green	1964
P56	Aurora Turquoise	1964
P57	Lancelot Turquoise Metallic	1964
P58	Bengal Ivory	1964
P59	Emperor Gold Metallic	1964
P60A	Contessa Rose Metallic	1964
P61	Vintage Maroon Metallic	1964
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

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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.

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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

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

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

Page Title

car pictures go here

General Information Body Styles And Trim Levels Engines Transmissions Production Numbers VIN Decoder Unit Body Identification Plate Bibliography

General Information

Surely someone knows something about this car.

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Body Styles and Trim Levels

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Engines

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Transmissions

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Production Numbers

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VIN Decoder

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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

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Bibliography

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

• Resource 1
• Resource 2

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1971-74 Matador <---EMPTY

Page Title

car pictures go here

General Information Body Styles And Trim Levels Engines Transmissions Production Numbers VIN Decoder Unit Body Identification Plate Bibliography

General Information

Surely someone knows something about this car.

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Body Styles and Trim Levels

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Engines

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Transmissions

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Production Numbers

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VIN Decoder

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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

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Bibliography

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

• Resource 1
• Resource 2

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1974-78 Matador Coupe

Page Title

car pictures go here

General Information Body Styles And Trim Levels Engines Transmissions Production Numbers VIN Decoder Unit Body Identification Plate Bibliography

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.

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Body Styles and Trim Levels

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Engines

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Transmissions

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Production Numbers

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VIN Decoder

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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

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Bibliography

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

• Resource 1
• Resource 2

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