Rambler Classic: История американского автомобиля

Car model produced by American Motors Corporation

The Rambler Classic is an intermediate sized automobile built and marketed by American Motors Corporation (AMC) from the 1961 through 1966 model years. The Classic replaced the Rambler Six and Rambler Rebel V8 names, which were retired at the end of the 1960 model year. Initially available as a six passenger four door sedan and six or eight passenger station wagon versions, AMC added body styles. Two door models became available as a "post" sedan in 1963, and starting in 1964, a pillar less hardtop. A convertible was also available for 1965 and 1966. Motor Trend magazine selected AMC's Classic line for the 1963 Car of the Year award. The Rebel name replaced Classic on AMC's entirely redesigned intermediate sized cars for the 1967 model year. For 1968, the Rambler Rebel line was renamed the AMC Rebel as AMC began phasing out the Rambler marque. Throughout its production, the Classic was the high volume seller for the independent automaker. Built in AMC's factories in the U. S. and Canada, the Classic was assembled under license or joint ventures and exported to over 100 nations.

The new 1961 Classic 6 and V8 models went on display in Rambler showrooms on 12 October 1960. The die cast block features iron "sleeves" or cylinder liners with a cast iron alloy cylinder head and produces the same as the cast iron version. The engine was described as one "wave of the future" in automotive engineering as it points the way to higher production rates and lower costs. The 1961 Classics were promoted as "The All Purpose Compact Car" even though it was roomier and larger than the Rambler American models. Romney signed advertisements and sales literature as "The New World Standard Of Basic Excellence." The 1961 Rambler Classic models "became popular with many older drivers who enjoyed their performance, fuel economy, and great automatic transmission." The front grille was modified for 1962, but the free standing Rambler lettering in the lower center remained. The revised rear end received new round tail lamps and the previous year's tailfins were "shaved off". Rambler was one of the last cars to incorporate the tail fin design. It also became one of the first to "do away with them, and to build clean, simple, uncluttered cars." 1962 added a 5 door wagon with rear facing third seat. All other wagons of the time had a horizontal hinged tailgate instead of a vertical hinged door in the back. The popularity of the compact sized Classic continued in the face of a dozen new competitors. A Popular Mechanics nationwide survey of owners that had driven a total of 1227553 mile (1975550 km) revealed that the Rambler is likable, easy handling, providing stability and comfortable, roomy ride with low cost operation. Flaws included inadequate power and poor workmanship.

For the 1963 model year, the Rambler Classic line was completely redesigned with subtle body sculpturing. Outgoing design director, Edmund E. Anderson, shaped the Classic that was named Motor Trend magazine's 1963 "Car of the Year." These were also the first AMC models that were influenced by Dick Teague, the company's new principal designer. He "turned these economical cars into smooth, streamlined beauties with tons of options and V 8 pep." Being of a suitable size for international markets, this Rambler was assembled in several countries. In Europe, Renault built this car in their Haren, Belgium plant and marketed it as a luxury car, filling the gap above the tiny Renault Dauphine. The 1963 Classics were also the first all new cars developed by AMC since 1956. Keeping the philosophy of the company, they were more compact – shorter and narrower by one inch (25 mm), as well as over two inches (56 mm) lower – than the preceding models, but lost none of their "family sized" passenger room or luggage capacity featuring a longer wheelbase.

American Motors' "senior" cars (Classic and Ambassador) shared the same wheelbase and body parts, with only trim differences and standard equipment levels to distinguish the models. Classics came in pillared two and four door sedans, as well as four door wagons. The model designations now became "a Mercedes like three number model designation" of that time, going from the lowest 550 (essentially fleet cars), 660, to the highest 770 trims. These replaced the Deluxe, Custom, and 400 versions)

As in 1962, the 1963 Classics were initially available only as six cylinder powered models. In addition to higher trim and features, the Ambassador's standard V8 power, featuring AMC's engine, was a distinguishing feature from the Classic model line. In mid 1963, a new V8 option was announced for the Classic models. The V8 equipped Rambler Classics combined good performance with good mileage; even with the optional "Flash O Matic" automatic transmission from Borg Warner, they reached 0 to 60 mph (0 to 97 km/h) in about 10 seconds and returned fuel economy from to
The new AMC cars incorporated numerous engineering solutions. Among these was curved side glass, one of the earliest popular priced cars with this feature. Another engineering breakthrough was combining separate parts in the monocoque (unit construction) body into single stampings. One example was the "uniside" door surround made from a single stamping of steel. Not only did it replace 52 parts and reduce weight and assembly costs, but it also increased structural rigidity and provided for better fitting of the doors. American Motors' imaginative engineering prompted Motor Trend magazine to give the Classic – and the similar Ambassador models – their Car of the Year award for 1963. Motor Trend's "award is based on pure progress in design, we like to make sure the car is also worthy of the title in the critical areas of performance, dependability, value, and potential buyer satisfaction." A new two door model joined the line which only available in the top 770 trim. The pillar less hardtop offered a large glass area, and "its sales were brisk." A sporty 770 H version featured individually adjustable reclining bucket seats, as well as a center console. The new hardtop body style "added flash. Station wagons still accounted for 34 percent of Classic sales." Consumers continued to perceive Ramblers as economy cars and the six cylinder models outsold V8 powered versions. American Motors positioned the Classic line to offer near Chevelle or intermediate sized proportions with Chevy II small car pricing." This was one of AMC's concepts displayed at the Chicago Show that included the Rambler Tarpon fastback and the compact Rambler American Carrousel convertible. Still, the Cheyenne was likely most significant because AMC "did lots of specially trimmed, production based show cars in its day" given the large number of station wagon models it sold.

The 1965 model year Classics underwent a major redesign of the new platform that was introduced in 1963; essentially the 1963–1964 design with a rectilinear reskin similar to that of concurrent Ambassadors. Fresh sheet metal design was applied to the original wheelbase and long integral body frame with only the roof, doors, and windshield as carryovers. Unchanged was the suspension system including a torque tube with coil springs with a Panhard rod. The Rambler Classic was now shorter than – as well as visually distinctive from – the Ambassador line, while still sharing the basic body structure from the windshield back. For the first time, a convertible model was available in the 770 trim version. The two door sedan was dropped from the 770 model lineup.

The 1965 Classic models were billed as the "Sensible Spectaculars" with brochures proclaiming the "most sweeping changes made by Rambler to its cars. Marketing emphasized their new styling, powerful engines, and expanded comfort and sports type options, which was in contrast to the previous "economy car" image even though basic low cost versions of the Classics were available. American Motors now only offered its modern straight six engine design, retiring the aging versions. The 1965 Classic base 550 models featured the modern and economical six cylinder, which was a de stroked 232 engine. The 660 and 770 series received the six, while a version was optional. Additionally, the or V8 engines were optional. Popular Science magazine reported, "You can have a 1965 Classic as a penny pinching economy car or a storming performance job." Similar to "The Common Sense Car" offered by Studebaker, the design of the Classic did not focus to draw a great deal of attention; however, the models offered sensible features, good trunk space, lots of leg room, and good durability.

On March 1, 1965, during the middle of the model year, AMC introduced the Rambler Marlin, a halo car for the company. The new fastback design used the Rambler Classic platform. Marketed as a personal luxury car, the Marlin had unique styling and featured an exceptional array of standard equipment.

A specially prepared Classic two door hardtop was campaigned for the 1965 auto show circuit. The exterior was finished in yellow pearlescent paint. This market study resulted in AMC offering a new large plaid custom fabric upholstery along with two matching throw pillows as an option for the 1966 Classic Rebel hardtop model.

The 1966 model year Rambler Classics received minor trim changes and additional standard safety features, including a padded dash and visors, left outside mirror, as well as seat belts for the front and rear passengers. The 660 mid trim level was dropped leaving the 550 and 770 models for 1966. Available for the first time was a floor mounted four speed manual transmission and a dash mounted tachometer. Classics received particular attention to the styling of the roofs for 1966. The two door hardtop models received a rectangular rear window and a more formal and angular "crisp line" roofline that could be covered with vinyl trim. Sedans had an optional trim outlined "halo" roof accent color. The station wagon's roof area over the cargo compartment was at the same level as the rest of the roof, and no longer dipped down as in prior years. The wagons carried Cross Country insignia and featured of cargo space, as well as a standard roof rack. Two wagon seating capacities were available: a standard six passenger version with two rows of seats with a drop down bottom hinged tailgate incorporating a fully retracting rear window for accessing cargo, or an optional eight passenger version with three rows of seats (the third rear facing) and a left side hinged rear fifth door. The name Classic was no longer considered a positive factor in the marketplace and AMC began reshuffling model names in 1966.

A top of the line version of the two door hardtop Classic was offered under the historic Rambler Rebel name. It replaced the 770 H and featured special badges and standard slim type bucket seats with optional checked upholstery with two matching pillows. Serving as one example to verify how the automotive press sometimes derided AMC products, Popular Science magazine wrote that the new "Rambler Rebel reveals a sudden interest in performance," but its handling package cannot overcome the car's obsolete suspension design. However, AMC was reluctant to forfeit their Nash engineered suspension design which employed a strut type front and a Panhard rod controlled torque tube rear drive system, both having long coil springs to place the upper spring seats higher into the body of the car. This feature was to afford a softer ride quality and better handling by reducing the geometrical leverage of the car's center of gravity for less body roll "sway" in cornering. What was labeled as "obsolete" is juxtaposed by noting how General Motors employed a similar suspension system on their third generation Camaro and Firebird nearly twenty years later which had MacPherson strut front and a torque arm mounted rear drive axle.

A customized show car was displayed along production models during the 1966 automobile show circuit, the snow and ski themed Rambler St. Moritz station wagon. The wagon with three rows of seats featured tinted rear side "observation" windows that curved up and over into the roof. The remaining roof over the cargo area was finished with polished stainless steel and equipped with a special ski rack. Throughout its production, the four door sedan, and station wagon models were produced, with the sedan being sold as the "Classic" and the station wagon being sold by the name "Cross Country." Each car received a numerical nomenclature, depending on the level of equipment: "400", "440", "550", "660" and "990". All were powered by the overhead camshaft (OHC) straight six "Tornado Interceptor" engines that were originally developed by Kaiser Motors in the U. S. for the 1963 Jeep Gladiator pickups and Wagoneer vehicles. This engine was later produced in Argentina and increased the domestic (locally sourced) content of the automobiles to gain tariff concessions for the imported components from AMC. In 1963, the best selling model in Argentina was the IKA Rambler. A road test of an IKA Rambler Classic 660 by the Argentinean automotive magazine, Revista Parabrisas, described significant differences to the 1962 versions, noting the new stylized simple lines and more fluid design, as well as concluding that it is "a large and comfortable ride for both the city and touring, as well as – depending on the driver – can be sporty." In June 1966 IKA launched a special Taxi version of the Rambler Classic in Buenos Aires. The IKA modified cars included heavy duty running gear, vinyl interior, and taxi specific accessories, that were powered with the standard IKA built "Tornado" overhead cam (OHC) engine.

Rambler Classics were assembled by Australian Motor Industries (AMI) in Australia from 1961. They were built from semi knock down (SKD) kits. The vehicles were partially assembled and painted at AMC's Kenosha, Wisconsin, factory. The base prices of Rambler Classics dropped with the introduction of the redesigned 1963 models due to the elimination of some standard equipment such as the reclining front seats and heater. Australian Capital Territory sales were managed by Betterview Pty Ltd in Canberra. Annand & Thompson Pty Ltd in Brisbane distributed Rambler vehicles for Queensland. South Australian sales were managed by Champions Pty Ltd in Adelaide. Premier Motors Pty Ltd in Perth distributed Ramblers for Western Australia, and Heathco Motors in Launceston distributed Rambler vehicles for Tasmania.

American Motors established a vehicle assembly plant in Brampton, Ontario, Canada in 1961 to assemble AMC vehicles for the Canadian market. With Canada being a Commonwealth country, the Brampton plant also undertook to export complete vehicles to right hand drive markets including Australia, India, New Zealand, and the United Kingdom. For example, records for the Brampton plant show that 129 RHD Rambler Americans and 255 RHD Rambler Classics were exported in 1964 of which the majority were exported to the United Kingdom.

Rambler vehicle assembly began in Chile at the beginning of 1964 under a partnership between AMC and Renault. The Rambler Classic was assembled alongside Renault vehicles at the Indauto plant in Arica. Vehicle production was transferred to Automotores Franco Chilena in Los Andes, Santiago after 1967.

Starting in 1959, Purdy Motor, owned by Xavier Quirós Oreamuno, distributed Rambler vehicles in Costa Rica. Many Central and South American nations established local content regulations during the 1960s. These laws effectively required automobiles sold in those markets to be assembled locally from knock down kits. The company assembled Rambler Classics until 1969 and other AMC models until 1974, as well as Toyota's Corona and Land Cruiser.

Rambler vehicles were imported into Finland by two major Finnish automotive importers, Oy Voimavaunu Ab and Suomen Maanvilelijäin Kauppa Oy (SMK Group.) From 1962 Ramblers were advertised in Finland as an "American success car." The brand's best sales years were 1964 (almost 600 cars) and 1965 (more than 700 cars). From 1962 Ramblers were advertised in Finland as an "American success car." From the mid 1960s, Wihuri Group, a large multi sector family business, took over import operations using its shipping operation, Autola Oy. Rambler Classics and Americans were quite common in taxi use. Wihuri continued to import AMC vehicles until 1975.

Willys Mexicana S. A. had agreements with AMC to assemble the compact Rambler American models and began preparing for the introduction of the larger Rambler Classic to the Mexican market in 1963. During this time the automaker became Vehiculos Automotores Mexicanos (VAM). This coincided with the launch of the second generation of the U. S. Classic, and the VAM Classic became the second AMC product made by VAM in Mexico. The new model was focused as the luxury companion to the Rambler American compact line and as VAM's flagship automobile as the Ambassador line was not produced in Mexico. A major marketing campaign by VAM promoted the inaugural 1963 models using Motor Trend's Car of the Year award. The VAM Rambler Classic was a success among consumers and the automotive press, obtaining praise for the car's roominess, comfort, styling, advanced engineering, as well as its economy and value. The 1963 Rambler Classics were available only in two and four door sedan body designs, both called Rambler Classic 660. No other trim levels or versions were available. The standard engine and transmission combination was the OHV I6 engine with a single barrel carburetor producing at 4200 rpm with an 8.7:1 compression ratio and coupled to a three speed manual transmission with column mounted shifter. The two barrel version of the 195.6 six was also available at extra cost. Standard equipment for all included built in flow through ventilation, four wheel drum brakes with twin circuits and a double master cylinder, manual steering, electric wipers and washers, coil spring based suspension, carpeting, front and rear bench seats consisting of foam rubber and coil springs, side marker lights, hazard lights, backup lights, luxury steering wheel with horn ring and "R" emblem, 200 km/h speedometer, fuel and water temperature gauges, dual front ashtrays, cigarette lighter, electric clock, AM radio, rearview mirror, front and rear side armrests, dual rear ashtrays, dual coat hooks, round dome light, padded sun visors, driver's side remote mirror, as well as a bright molding package. Optional equipment included power brakes, power steering, front seatbelts, heater, passenger's side remote mirror, bumper guards, bumper tubes, and full wheel covers. For 1964, the VAM Rambler Classic incorporated the new styling upgrades from its AMC domestic counterpart models. The two barrel version of the 195.6 six became standard. The 1965 model year followed the styling changes of the U. S. cars. The biggest change was AMC's new seven main bearing I6 engine in version as standard equipment and a double barrel version as optional. The new engines were now manufactured in VAM's factory that was built in 1964 at Lerma, State of Mexico. The new engines replaced the imported L head and OHV 195.6 engines in VAM's vehicles. The cars saw a name change for 1966, from Rambler Classic 660 to Rambler Classic 770. Despite the "trim level" upgrade, the car was mostly the same. The cars became progressively more luxurious over the years. The two door Rambler Classic 770 featured individual reclining front seats and its marketing focused on sportiness, marking for the first time a difference between the two body styles other than their number of doors. The VAM Rambler Classic was not available in Mexico as a two door hardtop, two door convertible, or four door station wagon. The Rambler Classic based Marlin fastbacks were also not produced under VAM as also were not the 1963 1964 Ambassador models based on the same platform. The Rambler Classic model enjoyed popularity and a positive image among the Mexican public. For this reason in 1967, with the arrival of AMC's completely new Rebel line in the mid size market segment, VAM continued the Rambler Classic name. It went well into the 1970s, by which time the VAM Rambler Classic was now the AMC Matador.

Rambler Classics were assembled by New Zealand company VW Motors in their Volkswagen assembly plant in Otahuhu, Auckland until 1962. In 1964 Campbell Motors, the importer of Studebaker and Willys vehicles, built a plant in Thames, New Zealand to assemble AMC vehicles. The assembly business was named Campbell Motor Industries (CMI). CMI assembled Peugeots and Ramblers and later Hino, Isuzu, Renault, Datsun, and Toyota. The first Rambler to come off the line was a Rambler Classic in September 1964. Like Australia, New Zealand cars were assembled from right hand drive knock down kits from Kenosha.

Ramblers were imported into Norway during the 1950s and 1960s by Norwegian importer Kolberg & Caspary AS located at Ås, Norway. Kolberg & Caspary was formed in 1906 and imported automotive, industrial, and construction products. The Rambler Classic was imported from 1963 until 1966, with the majority between 1963 and 1965. A total of 558 cars were brought into Norway by 1966. Rambler Ambassadors, Americans, and Rebels were also imported in small numbers.

Ramblers were marketed in Peru during the 1960s by Rambler del Peru S. A and were sold and serviced by a network of 13 dealers. In January 1966, Renault and AMC created Industria Automotriz Peruana S. A. to locally assemble Renault, AMC, and Peugeot vehicles. Only small numbers were produced of all three brands with AMC vehicles amounting to 750 built between 1966 and 1970, including the Rambler Classic.

While the Philippines was almost exclusively an American car market until 1941, the post World War II years saw an influx of European cars enter the market. Despite a saturation of international brands, American Motors Corporation managed to establish a presence and the Rambler Classic and Rambler American were locally assembled by Luzon Machineries Inc. in Manila during the 1960s.

The Rambler Classic and Rambler American were first imported into the U. K by London company, Nash Concessionaires Ltd. Nash Concessionaires had previously been the U. K importer of Nash vehicles. UK vehicles were imported in factory right hand drive from the Brampton plant in Canada. The dash plaque read "Rambler of Canada." The company was also involved in the export of the British built Nash Metropolitan to the United States. The 1961 Classic '6' saloon (sedan) sold for £1798 and the Classic station wagon sold for £1963. Rambler Motors (A. M. C) Ltd of Chiswick in West London, had assembled Hudson motor vehicles for the UK market since 1926. The operation became a subsidiary of AMC in 1961 and changed its name to Rambler Motors (A. M. C) Ltd in 1966. Rambler Motors went on to import factory right hand drive AMC vehicles from 1961 and into the 1970s. Parts and spares were supplied locally out of the Chiswick service center located on Great West Road for the whole of the United Kingdom, Europe, and the Middle East. In addition to Rambler parts, the stock of spares also covered Hudson, Nash, and Austin Metropolitan parts.

Ramblers were assembled in Venezuela from May 1963 under a partnership between the Venezuelan government, AMC, and Renault. Automovil de Francia built an assembly plant at Mariara, north of Caracas to build AMC and Renault vehicles including the Rambler Classic. Partnerships with AMC to locally build AMC vehicles continued throughout the 1960s and early 1970s and as with all export markets vehicles continued to be branded in Venezuela as "Rambler" even after the brand was dropped by AMC after 1969.

Former U. S. presidential candidate, Mitt Romney, received his first car in 1965 while he was a student at Brigham Young University, a used 1963 Rambler Classic from his father, AMC President George W. Romney.

Rambler Classics share numerous parts and components with other AMC models. New parts are somewhat plentiful and several vendors specialize in AMCs.