Амбассадор: История производства и эволюция модели AMC

Large sized cars produced by American Motors Corporation

Ambassadors were continuously manufactured at AMC's Lake Front plant in Kenosha, Wisconsin until 1974, as well as at AMC's Brampton Assembly in Brampton, Ontario, between 1963 and 1966. Australian Motor Industries (AMI) assembled Ambassadors from knock down kits with right hand drive from 1961 until 1963. The U. S. fifth generation Ambassadors were manufactured by Industrias Kaiser Argentina (IKA) in Córdoba, Argentina from 1965 until 1972, as well as assembled by ECASA in Costa Rica from 1965 through 1970. Planta REO assembled first generation Ambassadors in Mexico at its Monterrey, Nuevo León plant. Fifth and seventh generation Ambassadors were modified into custom stretch limousines in Argentina and the U. S.

Following George W. Mason's unexpected death in the fall of 1954, George Romney (whom Mason had been grooming as his eventual successor) succeeded him as president and CEO of the newly formed American Motors. Romney recognized that to be successful in the postwar marketplace, an automobile manufacturer would have to be able to produce and sell cars in sufficient volume to amortize the high cost of tooling. Toward that end, he set out to increase AMC's market share with its Rambler models that were selling in market segment in which the domestic Big Three (General Motors, Ford Motor Company, and Chrysler) automakers did not yet compete. While the development of a redesigned 1958 Nash Ambassador, based on a stretched and reskinned 1956 Rambler body was almost complete, AMC's designers were also working on a retrimmed Hudson equivalent, called Rebel, to offer Hudson dealers. As sales of the large sized Nash Ambassador and Hudson Hornet models slowed, Romney determined that consumer confidence in the historic Nash and Hudson nameplates had declined. Reluctantly, he decided that 1957 would be the end of both nameplates, and the company would concentrate on the new Rambler line, which was registered as a separate marque for 1957. The market positioning meant that "the AMC Ambassador was a car with no real competitors throughout most of the sixties" because it was viewed as a luxury type car and could be put against the higher end large sized models from the domestic Big Three automakers. Still, the Ambassador was more of a midsized car.

American Motors planned to produce a stretched a wheelbase version of the Rambler platform for Nash dealers to be the new Nash Ambassador and another for Hudson dealers. Shortly before committing to production of the new long wheelbase versions of the Hudson and the Nash, CEO Romney dropped the Nash and Hudson marques. Although the Nash and Hudson names were canceled, work on the car itself continued, and American Motors introduced debuted in the fall of 1957, the 1958 "Ambassador V 8 by Rambler" on a wheelbase. Its features included the new AMC V8 engine (equipped with a 4 barrel carburetor and dual exhausts and rated at and of torque) mated to a BorgWarner supplied 3 speed automatic transmission with push button gear selection. In 1956, AMC first produced its own V8, a modern overhead valve V8 displacing , with a 3.25 inch stroke, forged steel crankshaft, which when equipped with a 4 barrel carburetor, was rated at In 1957, AMC bored the 3 1/2 inch 250 CID V8 to 4 inches and displacement, which, when offered in the Rambler Rebel used solid lifters and Bendix electronic fuel injection, was rated at
In 1958, the Ambassador was equipped with a hydraulic lifter version of AMC's 327 CID V8 rated at Although AMC's 327 CID V8 shares its displacement with the Chevrolet small block, AMC's 327 came out six years before Chevrolet first offered its 327 engine in 1962. The Ambassador was available in a body style exclusive to its line, a pillarless hardtop Cross Country station wagon. The 1958 Ambassador was offered in a single high level trim level and came equipped with such luxury items as an electric clock, twin front and rear ashtrays, Nash's traditional "deep coil" spring suspension front and rear, split back reclining front seats that fold down into a bed, as well as upscale fabrics for the interior. Management had found that the public associated the Rambler name with small economy cars and did not want the upscale nature of the new Ambassador to be so closely associated with Rambler's favorable, but economical image. Therefore, a decision was made that the larger Ambassador would be marketed as the Ambassador V 8 by Rambler to identify it with the Rambler name's burgeoning success, but to indicate an air of exclusivity by showing it to be a different kind of vehicle. However, the car wore "Rambler Ambassador" badges on its front fenders. The 1958 Ambassador is a substantially longer car than the wheelbase Rambler Six and Rebel V8. However, both lines shared the same basic body, styling, and visual cues. However, all of the Ambassador's extra of wheelbase (and, therefore, overall length) were added ahead of the cowl, meaning that the passenger compartment had the same volume as the smaller Ramblers. The Ambassadors came with plusher interior and exterior trims while the front end incorporated the Rebel "V Line" grille from the prototype Hudson model. Through effective market segmentation, the Ambassador was positioned to compete with the larger models offered by other automakers. Model identification was located on the car's front fenders and deck lid. Super trim level Ambassadors featured painted side trim in a color that complimented the body color; Custom models featured a silver anodized aluminum panel on sedans and vinyl woodgrain decals on station wagons. Ambassador body styles included a four door sedan and a hardtop sedan, a four door pillared station wagon, and the hardtop station wagon. This body style first saw duty as an industry first in the 1956 Nash and Hudson Rambler line, on which all the 1958 Ramblers were based. The Ambassador had an excellent power to weight ratio for its time and provided spirited performance with 0 to 60 mph (0 to 97 km/h) times of less than 10 seconds with low 17 second times through a quarter mile (402 m) dragstrip. It could be equipped with a limited slip differential, as well as power brakes, power steering, power windows, and air conditioning. Numerous safety features (such as deep dished steering wheels and padded dashboards) came standard, while lap seat belts were optional.

For 1959, the Ambassador received a revised grille, side trim, and redesigned rear door skins that swept into the tailfins instead of terminating at the C pillar. Scotchlite reflectors were also added to the rear of the tailfins to increase visibility at night. Front and rear bumpers were over 20% thicker and featured recessed center sections to protect license plates. Adjustable headrests for the front seats were a new option, an industry first. AMC touted the added comfort the headrests provided, as well as their potential for reducing whiplash injuries in the event of a rear end collision. Other changes included the activation of the starter through the neutral pushbutton (on automatic transmission equipped cars) and the addition of an optional "Powr Saver" engine fan, which featured a fluid filled clutch for quieter high speed operation. The 1959 model year also saw the addition of an optional "Air Coil Ride" air suspension system, utilizing airbags installed within the rear coil springs. An engine driven compressor, reservoir, and ride height control valve comprised the rest of the system. Still, as other automakers discovered, the troublesome nature of air suspension outweighed its benefits. The option proved unpopular and was discontinued at the end of the model year. Ambassador sales improved considerably over 1958, reaching an output of 23,769; nearly half of which were Custom four door sedans. Less popular was the hardtop station wagon, of which 578 were built.

The decision to discontinue the Nash and Hudson brands resulted in developing the second generation Rambler Ambassador design. It was the only American midsize, luxury high performance car offered in 1960. The "Ambassador by Rambler" was marketed by AMC as America's Compact Luxury Car. The 1960 model year lineup was reskinned, using new fenders, hood, deck lid, door skins, roofline, grille, taillights, bumpers, windshield, and backlight. The lower hood line, lower windshield cowl, simplified side trims, and egg crate grille with stand up letters spelling AMBASSADOR were significant. At the same time, the tailfins were reduced in height and were canted to either side, making for an integrated appearance, and the AMBASSADOR name was repeated across the rear trunk lid. The overall effect was relatively fresh, as the new roof had a lower, lighter look to complement the lower fins and grille. The design changes and the new grille provided "a more expensive look". The 1960 Ambassador was available only with four doors in sedan and station wagon body types. The station wagons had two rows of seats for six adult passengers or an additional rear facing third row for an eight passenger version. Additionally, a pillarless sedan (hardtop) and station wagon were available in the top of the line "Custom" trim version. Three trim levels started with a "Deluxe" sedan reserved for fleet customers. The "Super" was the entry level consumer version and available only as a pillared sedan and pillared six or eight passenger station wagon body styles. The top "Custom" trim models in both pillared or hardtop versions included fender ornaments, a clock, full wheel covers as well as additional padding for the rear seat, dash, and sun visors. The 1961 Pure Oil Company Economy Trials, designed to parallel everyday driving experiences closely, saw the Ambassador capture 9 of the first ten places in the V8 engine category and win the top of its class.

By the 1962 model year, the Ambassador's platform was in its fifth season on the market. While Rambler sales had been good enough for third place in industry sales (behind Chevrolet and Ford), AMC's management was working on a revolutionary and somewhat costly design set to debut for the 1963 model year. In the meantime, American Motors needed to save money. Since the Ambassador's sales had fallen in 1961, it was decided that the car would be downsized for 1962 to directly share the body, windshield, and wheelbase with the Classic platform. Accordingly, the car was marketed as a Rambler Ambassador. All Ambassadors included AMC's V8 engine, while the Rambler Classic models were limited to I6 engines. The standard V8 was available either the regular fuel, two barrel carburetor with 8.7:1 compression ratio, version or the premium gasoline, four barrel version with 9.7:1 compression ratio producing The wheelbase 1962 Ambassador was lighter than its wheelbase predecessors and was a spirited performer with the V8. This was like the 1957 Rambler Rebel, which was the quickest four door sedan made in the United States that year, achieving acceleration in just over 7 seconds and making it faster than the Hemi Chrysler 300C, the DeSoto Adventurer, the Dodge D500, the Plymouth Fury, and the Chevrolet fuel injected 283. The 1962 Ambassador was the same vehicle and should also reach 60 mph about as quickly as did the 1957 Rambler Rebel. The 1962 Ambassador received a new front end similar to the 1961 and 1962 Classic's, but with a crosshatch design, recessed center section, and Ambassador lettering. New, rectangular taillights were seen at the ends of restyled rear fenders, which lost their fins entirely. The exterior trim was reshuffled, and a new two door pillared sedan debuted. A new '400' trim line was added at the top of the trim series, with Super and Custom models remaining. The Ambassador offered even more luxurious interiors to differentiate it from the Rambler Classic. The 400 models were available with vinyl upholstered front bucket seats and headrests along with color coordinated shag carpets. The 1962 Ambassador came with a dual chamber master brake cylinder and dual circuit brake system, thus separating the front and rear brakes so that in the event of the failure of one component, some braking function would remain. This design was offered by only a few cars at that time. The 1962 models were equipped with "Walker" (brand) flow through mufflers and a ceramic coated exhaust system. Dealer installed options included rear fender skirts and a tow hitch. In 1962, George Romney was elected as the new governor of Michigan, and in February, Roy Abernethy became CEO. A total of 36,171 Rambler Ambassadors were built for 1952, and AMC dropped from third to fourth place in total U. S. industry sales for the year.

In 1962, Romney resigned from AMC to run for Governor of Michigan, a position he won. The automaker's new president, Roy Abernethy, who was responsible for the increasing sales under Romney, reacted to the mounting competition (in 1963, AMC built as many cars as they had in 1960, but overall total car sales had increased so much that it gave the automaker sixth place in domestic production; the same output in 1960 had put them third) in a logical way: "Let's get rid of this Romney image." A completely redesigned larger Rambler lineup appeared. The new cars continued the philosophy of building smaller cars than its larger "Big Three" competitors. However, they also had a high degree of interchangeability in parts to keep tooling costs and production complexity to a minimum. The automaker, which pioneered "styling continuity", introduced all new styling for the 1963 model year Ambassadors and claimed that these were "functional changes not change just for the sake of change". The Ambassadors featured a longer wheelbase, but were shorter due to reduced front and rear body overhangs, as well as a drop in overall height. Designed by Dick Teague, the 1963 Ambassador's shape was much tighter, cleaner, and smoother, with almost all of its parts interchangeable between it and the new Classic. All Ambassadors used unitized structure instead of the more rattle prone, traditional body on frame construction, which was still the industry standard. In 1963, AMC's new wheelbase cars (Ambassadors and Classics) used a revolutionary method of unit construction, which automobile manufacturers have almost universally adopted. AMC Ambassador and Classics used outer panels stamped from single sheet metal panels that included door frames and outer rocker panels. This resulted in an extremely rigid and rattle free structure, better fit of doors into frames, production cost savings as well as reduced noise, vibration, and harshness. The "uniside" structure was superior to the conventional production methods in which multiple smaller pieces were welded together. There were 30% fewer parts and the result was greater structural rigidity, quieter car operation, and an overall weight reduction of about .

The 1964 model year introduced minor trim changes and new options for the Ambassador line as AMC emphasized the transformed Rambler American compact sized models. The "electric shaver" grille on the 1963 model was replaced with a flush mounted design, and the engine and transmission options were widened. A two door hardtop body style called 990 H was added for the first time since 1957. The base 880 models were dropped from the line. The 1964 Ambassadors featured the two barrel V8 as standard, with the four barrel version as optional. The automaker did not offer a four speed manual transmission to compete with Ford or GM's sporty mid size V8 offerings. Instead, AMC offered its innovative "Twin Stick" manual transmission. The "Twin stick" option consisted of a three speed manual transmission, operated by one of the two console mounted "sticks" in conjunction with an overdrive unit that was controlled by the second "stick" in both 2nd and 3rd gears. This gave the driver the option of using five forward gears. The 990 H was the most luxurious two door model and included the high compression V8 as well as a specially trimmed interior featuring 2+2 style bucket seats, center armrests front and rear, as well as a console with the Twin Stick manual or available automatic transmission. Approximately 2,955 units were built.

The Rambler Marquesa was exhibited at auto shows during the 1964 model year. Its existence was later unknown. However, the Ambassador 990 H based show car remained in its original condition and is now on display at the Rambler Ranch in Elizabeth, Colorado, the most comprehensive collection of Nash, Rambler, and AMC vehicles and their history. The two door hardtop is finished with unique paint colors with a darker roof, wire wheel covers, and dual striped whitewall tires. The interior features matching shade of brocade upholstery on the bucket seats that continues on the headliner and the door panel trim. The center console housed the automatic transmission shifter and the centrally located power window switches.

American Motors campaigned the Rambler Attaché, a specially prepared Ambassador convertible, for the auto show circuit. The more popular and higher trimmed 990 models were available in sedan, wagon, hardtop, and convertible versions. The I6, as well as the V8s remained in the line, but transmission selections now included a new console mounted four speed manual. Most Ambassadors continued to be ordered with automatic transmissions. Motor Trend magazine tested a 1966 DPL equipped with a 327 engine that "definitely has snap we hadn't felt before" and, even with an automatic transmission, experienced "healthy wheelspin from both rear wheels [because of the Twin Grip limited slip differential] Subtle changes in this year's suspension, which include longer shocks and different springs, have a pronounced effect on the way the car feels and handles. Most welcome is the improved steering response. The car has a new feet on the ground feeling, and body lean seems to have been reduced. The ride remains very good As before, the interior is the outstanding feature of the Ambassador. Its quality is such that other luxury cars, even higher priced ones, could well imitate it " The convertible was offered again—this time in DPL trim—for 1967; but this would be the final year with 1,260 built. It featured an all new "split stack" folding mechanism with concealed side rails that did not intrude into the backseat area, thus offering room for three adult passengers in the rear. The car once again looked completely new, with a more rounded appearance that sported sweeping rooflines, "coke bottle" fenders, greater glass area, and a recessed grille that bowed forward less than that of the 1965–66 models. Taillights were wider, rectangular, and divided by one central vertical bar. Motor Trend magazine described the all new styling of the new Ambassador as "attractive" and "more graceful and easier on the eye in '67". The 880 two door sedans featured the identical roofline as the hardtops, but had slim B pillars that gave them a more open air coupe appearance and were marketed as "Sports Sedans". The 880 trim was also available in four door sedan and station wagon versions, but more popular were the better equipped and more upscale 990 models came in four door sedan, station wagon, and two door hardtop body styles. Adding more elegance to DPL two door hardtops and convertibles was the optional "Satin Chrome" finish (paint code P 42) for the lower body side replacing the standard full length stainless steel rocker moldings. A black or white vinyl cover was optional on 990 and DPL sedans and hardtops. The 990 Cross Country station wagons were available with 3M's "Di noc" simulated wood grain body side panels trimmed in a slim stainless steel frame. The full sized Ambassador featured a lengthy list of standard features and options. The interiors "rival more expensive cars for luxury and quality, yet are durable enough to take years of normal wear". The long lived "GEN 1" family of AMC V8 engines was replaced by an all new line of engines that debuted for 1966 in the Rambler American. These V8s were an all new design featuring a thin wall casting block, heads, and manifold. With a four barrel carburetor and dual exhaust, the 343 V8 produced at 4800 rpm and of A new four link trailing arm rear suspension system eliminated the old torque tube design, providing a more comfortable coil spring ride. American Motors promoted the new 1967 Ambassador as an "uncompromising automobile with the red carpet ride" in print advertisements, as well as in an innovative TV commercial. Unfortunately, sales of the redesigned models were disappointing due to customer confusion caused by the entire company's abrupt upmarket push, which seemed uncomfortably "me too" to the traditional domestic Big Three's customers. They also alienated American Motors' loyal buyer base. Abernethy's ideas of entering new markets were not working. These strategy changes resulted in a new round of financial problems for American Motors. Because of this, Abernathy was released from AMC by its board of directors later that year and was replaced by William V. Luneberg and Roy D. Chapin Jr.

American Motors provided specialized fleet options for commercial and municipal customers. Taxi and police versions were heavily used and not available to the general public. A purchase order was made by the General Services Administration (GSA) of 3,745 Ambassador base 880 four door sedans for use by the United States Postal Service (USPS), most to be built in factory right hand drive. There were six vehicles for review for this purchase and tested was a left hand drive AMC Ambassador 880 sedan with its back seat removed. Not all of the units ordered for the postal service had right hand drive. Specifications included factory heavy duty fleet options such as rubber floor mats, upholstery, and the deletion of the rear seat. Most came with the base I6 engine along with column shift automatic transmission and "Twin Grip" (limited slip differential). All came with an identification metal plate on the dash near the ashtray. The engineering to make the cars right hand drive served as the template for other American Motors vehicles based on the Ambassador platform destined for foreign right hand drive markets such as Australia, New Zealand, and the United Kingdom. The Rambler Rebel and its replacement AMC Matador were, after that, built using the same RHD dash, steering, and instrumentation as the 1967 USPS Ambassador sedans for both built up export to the United Kingdom and for the knock down kits supplied for local assembly in Australia and New Zealand. The Matador was built in Australia until 1976 in this way.

The fastback Marlin two door hardtop that was previously built on the Rambler Classic platform in 1965 and 1966, was continued for 1967, but was now based on the larger Ambassador platform. It featured the Ambassador's front end, longer hood, and luxury appointments with an even longer fastback roofline than the previous version.

For the 1968 model year, a new SST trim line was placed above the now mid line DPL trim for the Ambassador. American Motors was a pioneer in the field of air conditioning through its Kelvinator refrigerator division. AMC's marketing chief Bill McNealy wanted to make the Ambassador stand out in a crowded market segment and decided to add more significant distinction to the Ambassador line by making the All Weather A/C system as standard equipment. This was the first time any volume car manufacturer had done so, something that even Cadillac and Lincoln had not offered on their luxury cars – although some of them were priced at more than twice as much as Ambassador. While all Ambassadors came with air conditioning as standard, consumers could order the car without air as a "delete option" and decrease the price by $218. As AMC pointed out in their advertising campaign for the Ambassador, the only other major automaker that offered air conditioning as standard equipment on its cars in 1968 was Rolls Royce. Air conditioning was standard only on Cadillac limousines. Because of slow sales during the 1967 model year, both the convertible and the pillared coupe models were dropped from the line for 1968, leaving the 990 hardtop coupe and sedan, the DPL hardtop coupe, sedan, and wagon, and the new SST hardtop coupe and sedan in the Ambassador line. The personal luxury fastback Marlin was also discontinued to make way for the smaller new AMC Javelin in the pony car segment. The top of the line 1968 Ambassador SST version was "especially appealing" and "a very luxurious package" with standard V8 power, air conditioning, expensive upholstery, individual reclining front seats, wood look interior trim, upgraded exterior trim, as well as numerous conveniences such as an electric clock and a headlights on buzzer. Styling changes were minor. Taillights were now recessed in body color bezels divided by a single central horizontal bar. Front headlight bezels were now made of nylon and similarly body colored. A new injection molded ABS plastic grille was dominated by a horizontal bar that extended forward in the center from the sides, while its outline had squared off edges that wrapped ahead into the inner headlight extensions. The interior locking was no longer by the traditional windowsill pushbutton, but a lever set into the armrest. The new advertising violated the convention of not attacking the competition, and AMC's campaigns became highly controversial. The publicity worked with AMC's total retail sales improving 13% for the fiscal year, but 1968 Ambassador numbers were slightly down.

In 1969, the Ambassador received a major restyling, with a gain in overall length and wheelbase. The wheelbase was accompanied by an increase in front and rear track from The front end appearance was revised with new quad headlight clusters mounted horizontally in a new molded plastic grille. The grille was blacked out, with a chrome horizontal bar connecting the headlight clusters. The hood was redesigned to accommodate the grille's raised center portion, and it faintly recalled Packard's classic grille/hood combination. Dick Teague, AMC's Vice President of Styling, had worked at the luxury car manufacturer before joining AMC. Parking lights were rectangular and mounted horizontally in recessed wells in the front bumper, just beneath each set of headlights. The entire front fascia leaned forward slightly to lend an air of forward motion to the car's appearance. At the rear, ribbed rectangular taillights were mounted inboard the Ambassador's rearward thrusting rear fenders. Square ribbed marker lights of similar height were mounted at the trailing edge of each fender side. The deck lid had a slightly higher lift over for cargo access. The base and DPL models had no bright trim panel between the taillights, while the top line SST versions featured a panel with a red finish to match the taillights. Station wagons saw vertical wraparound taillights replacing the previous "hooded" units, which were not visible from the side. The 1969 AMC Ambassador was a smooth, powerful, well proportioned sedan that did not look like anything else on the road. The interiors were upgraded, and a new deeply hooded dashboard clustered instruments and controls in front of the driver. There was an increased emphasis on luxury type trim and features by buyers. The base model two door hardtop Ambassador was no longer offered for the 1969 model year. The 1969 Ambassador stressed luxury, with the marketing tagline developed by Mary Wells Lawrence at the Wells Rich Greene agency, tying the car's value, "It will remind you of the days when money really bought something." The combination of rich velour upholstery, individually adjustable reclining seats, standard air conditioning, and the longer wheelbase were highlighted in advertisements with Ambassador's posh"limousine" ride at an economical price. One aspect of this new advertising theme included many AMC dealers inviting prospective customers to call and request a "demonstration ride", in which a uniformed chauffeur would arrive at the prospect's home and drive them around in an Ambassador SST sedan. AMC's efforts worked, and Ambassador sales increased again.

Not only did AMC promote the 1969 Ambassador as having a "limousine" ride and deluxe appointments, but Chicago auto leasing executive, Robert Estes, had the Armbruster/Stageway Company convert Ambassadors into real 24 feet (7 m) limousines riding on a wheelbase. Known as the Royale Stretch Limo, one was owned by the State of Wisconsin as the official vehicle for Governor Warren Knowles. The conversions were unusual because they did not keep the stock rear doors—as is typical in most limos. The back doors were welded shut, and the Ambassadors were lengthened by inserting a section just behind the original B pillar that had an entirely new central door in this center, making a large opening for entry and egress. steel "I beams" bridge the expanse created by the stretch. Power comes from the "AMX" V8 engine backed with the BorgWarner automatic transmission and a "Twin Grip" limited slip differential with 3.15 gears.

For the 1970 model year, the rear half of Ambassador hardtop coupes and sedans were treated to an overhaul shared by the intermediate 1970 AMC Rebel. On hardtop coupes, this restyling resulted in a sloping roofline that saw upswept reverse angle quarter windows. The beltline kicked up at the point where the hardtop's rear windows swept upward and tapered back to the fender end, meeting a new loop type rear bumper. On sedans, the roofline featured slimmer C pillars and squared off rear door windows, meting a beltline that kicked up beneath the trailing edge of each rear door window. The beltline tapered back to the same rear fascia as on the two door hardtops. This rear fascia contained a new ribbed taillight lens that stretched wall to wall and included twin square white reverse light lenses in its center. Station wagons received no change to their rooflines, doors, and rear fascias. However, all Ambassadors received a new extruded aluminum grille at the front, featuring several widely spaced bright horizontal bars with one wide, body colored horizontal grille bar extending to each headlight cluster. New "turbine" themed wheel covers were introduced and would remain through 1974. The V8 was replaced for 1970 by a new V8 engine. This at 4400 rpm and of torque at 2800 rpm was the standard engine on all DPL and SST models. The V8 was also supplanted by a engine available in either two barrel, regular gasoline, or high output, four barrel, premium fuel versions. The four barrel "AMX" V8 engine was optional, producing at 3200 rpm and of torque at 3200 rpm.

The 1971 Ambassadors received minor changes and improvements following the previous year's redesign. The marketing tagline for the year was the underdog asking, "If you had to compete with GM, Ford, and Chrysler, what would you do?" — that was answered by AMC by including more features, advantages, and benefits for buyers of its cars compared to the models from its much larger competitors. This was reflected by shuffling the Ambassador models for 1971 and by including more equipment in the standard feature list. The previously nameless base models were dropped, as the sedan only DPL trim line was relegated to base model status, and a new top line Brougham trim line was added above mid line SST models. Both the SST and Brougham versions came as two door hardtops, four door sedans, and station wagons. The DPL came with AMC's new Inline 6 with seven main bearings. All the SSTs and Broughams featured the V8 engine with as standard. BorgWarner's "Shift Command" automatic transmissions were standard equipment across the line. Two of AMC's were optional; an 8.5:1 compression version with a two barrel carburetor or a high compression four barrel V8 that required premium fuel. The previous "AMX 390" V8 gave way to a new V8 as the top engine option. Styling changes consisted of a new fascia for the front. It featured headlights in chrome pods separate from, but flanked the new grille with a bright rectangular surround with rounded edges. The "natural" cast pot metal grille insert was recessed and featured a bright vertical bar pattern. A second set of parking lights was added outboard of the headlight clusters, and they were integrated into the fender extension to eliminate the need for separate front marker lights. Taillights on hardtop coupes and sedans still ran wall to wall, but the twin backup lights were moved from the center to further outboard—approximately eight inches in from either fender side. Once again, the wagon received a few changes at the rear, but a new design was featured for the optional woodgrain side trim, with this version filling the upper bodysides. Its lower edge flowed downward after its peak at the leading edge above each front wheelhouse, in a similar fashion as the Buick Skylark's side "sweep spear" styling cue. Ambassador base models were offered to fleet buyers with various police, taxicab, and other heavy duty packages. Governments and police departments in the U. S. historically used standard size, low price line four door sedans. Equipped with the or V8 engines. The base model Ambassadors saw use as police cruisers and support vehicles.

Minor changes greeted 1972 Ambassadors, as AMC's most significant news for the year was the addition of the innovative AMC Buyer Protection Plan, which included the industry's first 12 month or 12000 mile (19312 km) bumper to bumper warranty. This was the first time an automaker promised to repair anything wrong with the car (except for tires) and owners were provided with a toll free telephone number to the company, as well as a complimentary loaner car if a warranty repair took overnight. This backing also included mechanical upgrades to increase durability and quality, such as the standardization of electric windshield wipers on all model lines, replacing AMC's vacuum powered units, and better interior trims. By focusing on quality, the smallest domestic automaker was profitable in 1972, earning US$30.2 million (the highest net profit achieved by AMC since 1964) on $4 billion in sales. The base Ambassador DPL model was canceled, with three body styles now available in SST and Brougham trim. Fleet purchasers could order plain Ambassadors in Police Pursuit Vehicle (PPV) or Special Service Package (SSP) versions. A six cylinder engine was no longer available; thus, the Ambassador became an exclusively V8 engined car for the first time since 1964. This made the Ambassador the only volume produced American car that included air conditioning, power brakes, automatic transmission, and a V8 engine as standard equipment; all while being priced less than the Big Three's full sized cars. The base engine was the with two or a versions optional. The engines were designed to operate on regular grade, low lead, or unleaded types of gasoline. All were based on the engine designs responsible for AMC winning the 1971–1972 Trans Am Series. The BorgWarner transmission was replaced by the "Torque Command" (TorqueFlite) three speed automatic sourced from Chrysler. Styling changes on the 1972 Ambassador were minimal and consisted of a new crosshatch cast metal grille with bright trim and new integrated fender extension mounted side marker lamps on the front. Brougham station wagons now included a roof rack, rear air deflector, as well as 3M "Di noc" woodgrain trim on body sides and tailgate. A very high percentage (92%) would buy one again. Multiple improvements in quality were designed to reinforce the new "Extended Buyer Protection Plan" exclusive to AMC cars that provided complete maintenance coverage for two years or 24000 mile (38624 km). The automaker's marketing campaign shifted to stress quality in a "we back them better because we build them better" advertising with particular emphasis into the Hornet, Matador and Gremlin promotion, while the Ambassador received got individual support with the tagline "you get standard equipment, the luxuries you'd normally have to pay extra for." Model year production for AMC increased 25 percent, outperforming the industry average production increase by 75 percent, with only a slightly changed product in the showrooms. In range rationalization to a single trim available in two door hardtop, four door sedan, and station wagon body versions, the styling changes for the 1973 Ambassadors were minimal. Heftier front and rear bumpers were included to comply with new U. S. National Highway Traffic Safety Administration (NHTSA) regulations that required all passenger cars to withstand a front and a rear impacts without damage to the engine, lights, and safety equipment. Ambassadors complied with the regulation by incorporating a stronger front bumper equipped with self restoring telescoping shock absorbers. Designed to "give" as much as , it jutted slightly forward from the front fascia and incorporated flexible trim matching the body paint. This bumper also featured a more prominent horizontal rubber guard at its upper portion near the grille, thus eliminating the need for a pair of vertical chrome bumper guards that were optional before. The rear bumper gained vertical black rubber bumper guards, replacing a pair of similar and previously optional chrome bumper guards. The grille gained heavier horizontal bars, and headlight bezels took on blackout trim in their recessed portions.

Ambassador sales remained steady since 1970, despite the lack of major changes to the vehicle. The 1974 models were restyled and stretched to accommodate energy absorbing bumpers in both front and rear. The redesign made them the longest AMC built versions at just as the 1973 Arab Oil Embargo sparked nationwide gasoline rationing. The 1974 Ambassador Brougham was no longer available as a two door (pillar less) hardtop, leaving only the four door sedan and station wagon body styles. The hardtop's cancellation was due in part to the low sales volume of the Ambassador two door versions, as well as the introduction of the 1974 Matador coupe, which received the Car and Driver "Best Styled Car of 1974", featuring a long hood and short rear deck design that avoided (at least on introduction) period hallmarks such as imitation landau bars and opera lights. Styling changes for the Ambassador sedan and wagon included revised front fender caps as well as an all new hood, grille, bumpers, rear fascia, instrument panel, interior trim, hood ornament, and a changing font for the Ambassador nameplate. The grille featured a new squared off loop type design surrounding the circular recessed quad headlights and featured a forward protruding center. The insert held a crosshatch pattern dominated by two thick horizontal bars that connected the headlight bezels and contained new parking lights between them. These parking lights had amber lenses, followed the grille protrusion forward, and were overlaid by the grille's crosshatch trim. Headlamp bezels were once again blacked out in their recessed areas. The new hood and front bumper followed the grille's central protrusion forward, giving the car a slight "coffin nose" look. The revised Matador sedan saw a similar frontal treatment in 1974, but with a much more pronounced effect and different single headlamp clusters, hood, and grille inserts. As with the new Matador sedan, the new rear bumper was much larger and backed by shock absorbers, as it was beefed up to comply with new National Highway Traffic Safety Administration regulations for standardized front and rear bumpers on passenger cars that could sustain a impact with no damage. Sedan rear fenders received fiberglass caps that wrapped inward to create a recessed space that met a carryover decklid. The new rectangular taillight housings, which featured taller white backup lights mounted inboard of the new taillights, were mounted in this space. The license plate moved from the rear bumper to the area between the new taillight assemblies, and the whole taillight and license plate system on the sedans was surrounded by a loop of chrome trim. Both Ambassador and Matador sedans shared the same rear end styling. The cargo area and the rear design of station wagons remained similar to previous Ambassadors, save for a massive new bumper and revised taillamps. The wagon had standard two row bench seats for six passengers or was available with an extra rear facing third row for eight seat belted passengers. All came with numerous practical, appearance, and comfort items as standard equipment. These included a two way opening tailgate: (1) hinged at the bottom for convenient loading or hauling long cargo and (2) hinged at the side to open like a door for ease of entry and exit for passengers or cargo; wood grained semi transparent vinyl side and rear trim, a full length roof rack; as well as a chrome and wood grain roof air deflector to help keep the tailgate window clean. However, ordering the station wagon without the 3M "Di noc" exterior body trim was possible. Powertrain selections remained the same as in 1973, with only V8 engines and automatic transmissions available. When ordered with a trailer package (special wiring harness with heavy duty flasher and heavy duty suspension with rear sway bar), the Ambassador was rated for up to towing capacity. Other increases for 1974 included a larger capacity fuel tank, , and an alternator producing 62 amperes. New sound insulation made the Ambassador even quieter. All came with a lengthy list of standard equipment that was typically optional on competing makes. These included comfort items such as air conditioning, an AM radio, and a vanity mirror, as well as appearance enhancements such as pin striping and whitewall tires. Sales of all full size vehicles, regardless of the automaker, fell significantly in 1974 as America's focus shifted to smaller cars. By the end of the model year, the full sized, low priced market segment dropped 37%. Ambassador sales were no different. The demand for AMC Gremlins and Hornets was increasing since 1971, and the automaker was unable to keep up making the smaller models by 1974. The company was also getting ready to introduce the Pacer. To simplify its production and number of different models, in June 1974, the final AMC Ambassador rolled off the Kenosha, Wisconsin assembly line, ending a nameplate that had been in continuous production in some form for 48 years. Production consisted of 17,901 sedans and 7,070 station wagons for a total of 24,971 Ambassadors during 1974.

Industrias Kaiser Argentina (IKA) produced the U. S. third, fourth, and fifth generation Ambassadors in Córdoba, Argentina from 1962 until 1972, and later became available by special order through 1975. Despite being replaced by AMC in 1967, IKA continued to use the old platform until the end of production in Argentina. As with all export markets, the cars were marketed as "Rambler" even after the name change in the United States. Assembly of IKA Ramblers began in 1962, with the Argentinean cars being the 1961 U. S. versions, but equipped with Continental I6 engines producing at 4000 rpm, along with a steering column mounted manual three speed transmission. The Ambassador 440 was the top trim IKA model available only as a four door sedan. The completely new generation models by AMC in the U. S. for the 1963 model year were also replicated by IKA. The Ambassador sedan came exclusively in 990 trim, and it revolutionized the Argentine automotive market by introducing innovations that included power steering, power windows, and factory installed air conditioning. The Ambassador line was redesigned for 1965 in the U. S., as well as for Argentina. All IKA Rambler models now featured the overhead camshaft (OHC) straight six "Tornado Interceptor" engines producing at 4200 rpm. They were originally developed by Kaiser Motors in the U. S. for the 1963 Jeep Gladiator pickups and Wagoneer vehicles. The engine was now produced in Argentina, and it increased the domestic (locally sourced) content of IKA automobiles to lower taxes (tariffs). The new IKA Ambassador 990 sedans were further upgraded to steering column mounted ZF four speed manual transmissions, front disc brakes, front reclining bucket seats with center cushion and armrest, as well as luxury features that included power windows and air conditioning. A road test by Revista Parabrisas magazine described the 1965 IKA Rambler Ambassador 990 as "soft, opulent, and smooth ride at all speeds something big, luxurious and complete the highest expression of comfort tested so far by the magazine". Stretch versions of the IKA Rambler Ambassador were used as official government limousines. The "Presidential" models featured a longer rear door and side window, as well as broader C pillar with padded vinyl roof cover and a small rear window.

Australian Motor Industries (AMI) obtained the rights to assemble and distribute Ramblers in 1960, starting with the Rambler Ambassador. The 1961, 1962, and 1963 model year Ambassadors were built in Australia at AMI's facilities at Port Melbourne, Victoria. The 1961 sedan, which was powered by a V8, was the most powerful car being assembled in Australia at that time. The dash and instrument pack of the 1967 Ambassador, which had been converted and used in the RHD Ambassadors assembled for the U. S. Postal Service, was standard in all assembly kits for the Rebel and Matador included in all factory right hand drive Rebels, Matadors, and Ambassadors exported to the United Kingdom.

Rambler vehicles were marketed in Costa Rica since 1959 through Purdy Motor. New local content regulations enacted during the 1960s effectively required vehicles sold in those markets to be assembled from knock down kits. The company built Ambassadors and other AMC models through 1970, with Toyota increasing ownership of ECASA.

American Motors' first generation Ambassadors were exported to Mexico in the first half of 1958 and assembled locally in the second half of the same year, and in 1959 by Planta Reo de México based in Monterrey, Nuevo León. The model was restricted to the four door hardtop sedan. It was powered by the four barrel V8 engine producing coupled to a three speed automatic transmission. The model became the marque's top of the line product alongside the three versions of the midsize Rambler and compact Rambler American models. However, low sales figures alongside a deteriorating relationship between AMC and Planta REO led to the cancellation of the contract in the second half of 1959. American Motors again exported its products into Mexico with a new local partner, Willys Mexicana. The agreement was signed in March 1960, and production began in Mexico City. This meant discontinuing the Ambassador line in Mexico as the new operation had several priorities above offering a top end luxury full size car line. Aside from marketing the already existing Jeep line, Willys Mexicana focused efforts on the compact Rambler American, which obtained a generation change the following year, meaning a complete retooling of the Vallejo plant. In 1962, legal and industrial requirements in the country became more assertive with the auto industry integration decree issued by the president Adolfo López Mateos in 1962. Among its mandates, it entirely banned the importation of automobile engines. Willys Mexicana began building its engine plant, which was achieved in November 1964. Once the Rambler American was consolidated in the Mexican market, Willys Mexicana opted to expand the product line by introducing the brand new second generation Rambler Classic midsize model as a larger luxury counterpart to the economy compact American. Also in 1963, due to problems with WM's parent company (the SOMEX bank) as well as further requirements of the government auto industry decree, Willys Mexicana was reorganized into an entirely new company with expanded capital and direct investment from the Mexican government, Kaiser Willys, and American Motors. This resulted in the formation of Vehiculos Automotores Mexicanos (VAM). After the corporate transition between 1960 and 1964 concluded, in which the Rambler marque under VAM surpassed the commercial results of its local predecessors Armadora Mexicana and Planta REO combined between 1950 and 1959, the company opted not to offer the Ambassador model. The Mexican market of the era was still relatively small. Since the Ambassador mainly shared the same styling as the contemporary midsize model, internal competition would affect the sales of a simultaneous Classic and Ambassador line up. Unlike the United States, with a larger and more diverse market for two different car lines with the same styling, AMC could differentiate the models with V8 engines for the Ambassador and the Classic limited to six cylinder versions. This advantage did not exist in Mexico since VAM could only produce six cylinder engines in its Lerma plant, while V8 engines could not be imported from AMC because of the 1962 decree. Instead, VAM opted to use the Rambler Classic as its most luxurious and flagship model, giving it the same treatment AMC put in the Ambassador model in the US and Canada. This would be passed on to the subsequent equivalent Rebel and Matador models produced under VAM. The 1958 and 1959 Ambassador models represent the only chapter in this model's history in Mexico. These were the only full size American Motors products sold in the country, alongside the second generation 1974 1976 VAM Classic (Matador) models. It was also unique because it was a factory V8 model, the only AMC based car marketed in Mexico with a V8 engine. Six cylinder engines would power all subsequent models produced by the VAM.

AMC's Brampton Assembly Plant in Ontario, Canada, had been building Rambler and AMC vehicles since 1962, including the Rambler Ambassador until 1968. From 1969, Canadian market Ambassadors were imported directly from the United States. The Brampton plant continued to assemble AMC vehicles through the 1970s and 1980s with the additional exceptions of Javelin, Matador, and Pacer, which were also otherwise imported.

Ramblers were imported into Finland by two major Finnish automotive importers, Oy Voimavaunu Ab and Suomen Maanvilelijäin Kauppa Oy (SMK Group) during the 1950s and 1960s. From 1962, the Rambler brand was advertised in Finland as an "American success car". Available models included the Ambassador, Classic, and the compact American. From the mid 1960s, the Wihuri Group, a sizeable multi sector family business, took over import operations using its shipping operation, Autola Oy. Wihuri continued to import small numbers of AMC vehicles until 1975.

In 1969, American Motors did a deal with the Jaguar and Aston Martin importer for the Federal Republic of Germany, Peter Lindner GmbH in Frankfurt Rödelheim. Peter Lindner became the distributor of AMC vehicles for West Germany, with the agreement to import seven AMC models including the AMC Ambassador. Peter Lindner continued to import AMC vehicles until 1977 after which German company Allrad Schmitt became the exclusive distributor for AMC passenger cars and Jeep.

American Motors' vehicles were assembled in New Zealand by VW Motors in Auckland until 1962, and Campbell Motor Industries (CMI) in Thames, North Island from 1964. CMI assembled the Rambler Classic and Rebel models from knock down kits and also imported fully assembled factory right hand drive vehicles directly from AMC. Although neither firm locally assembled Ambassadors, twelve 1970 factory right hand drive Ambassadors were believed to have been imported. These factory built Ambassadors were built with the same dash, cluster, and instruments as the right hand drive kits used in Australian and New Zealand assembly of the AMC Rebel (and later Matador in Australia), themselves a reuse of the dash, cluster, and instruments of the right hand drive Ambassadors previously built for the United States Postal Service in 1967. The difference from these export models was that the dash, steering column, and steering wheel were color matched to the interior, as with U. S. models. The parts provided for the Rebel and Matador assembly kits were available only in black.

Ramblers were imported into Norway in the 1950s and 1960s by Norwegian firm Kolberg Caspary Lautom AS at Ås, Norway. KCL was formed in 1906 and imported automotive, industrial, and construction products. The Rambler Ambassador was imported in small numbers from 1963 until 1968. The company brought a total of 21 cars. KCL imported more significant numbers of the Rambler American, Classic, and Rebel during the same period.

Rambler Ambassadors were exported in limited numbers to the United Kingdom in factory right hand drive direct from AMC during the 1960s and up to its final year of 1974. They were imported by Rambler Motors (A. M. C) Ltd of Chiswick in West London, which had become a subsidiary of AMC in 1961. The location had previously been used since 1926 for British assembly of Hudson, Essex, and Terraplane vehicles. Before 1961, AMC vehicles were imported into the U. K. by Nash Concessionaires, the former importer of pre AMC Nash and post AMC Rambler vehicles. Right hand drive Ambassador models marketed in the UK were the Ambassador saloon (sedan), SST coupe, and station wagon. The one year only Ambassador convertible for 1967 was also sold. AMC vehicles were distributed by London distributors Clarke and Simpson Limited and were marketed as "the only American car built with RHD". As with all export markets, the UK models were marketed as "Rambler" even after the Rambler marque was dropped in the United States. Kenosha built right hand drive Ambassadors were built with the same 1967 Ambassador dash and double dials as right hand drive Rebels and Matadors assembled from knock down kits in Australia and New Zealand. As with the Australian built second generation Matador, the UK market Ambassador and Matador models built at Kenosha used the newer 1974 U. S. version triple rectangular instrument dials in the older 1967 dash.

Because AMC was focusing its attention on their newly acquired Jeep line, the redesigned 1974 Matador coupe, and the AMC Pacer, which would debut in 1975, the company would not put forth the investment to continue the full size Ambassador line after its 1974 redesign. Instead, the automaker upgraded the Matador sedan and wagon counterparts, starting with the 1975 model year. AMC has used the automobile platform since the 1967 model year, and the full size automobile market segment is declining. American Motors' strategy was now aimed at smaller cars and sport utility vehicles. The Ambassador was effectively continued in the similarly sized and styled Matador line of sedans and wagons. From 1975, they became available in uplevel "Brougham" trim and assumed the model numbers of the previously equivalent Ambassadors. The Matador was also offered in a unique top of the line Barcelona four door in its final year of production, 1978.