View source for Company:American Motors Corporation

{{Short description|Defunct American automobile company}}

{{Infobox company
| name = American Motors Corporation
| logo = American-motors.svg
| logo_size = 150
| logo_caption = Logo from 1970 until 1987
| defunct = {{end date and age|1988|6|20}}
| fate = AMC was renamed Jeep Eagle Corporation then merged into [[Company:Chrysler|Chrysler]] in 1990.<ref name=cofs.lara.state.mi.us>{{cite web |quote=American Motors Corporation (incorporated in Maryland as Nash-Kelvinator Corporation January 4, 1937, renamed American Motors April 30, 1954, and Jeep Eagle Corporation August 25, 1988) was formally merged as of March 29, 1990, with its final annual report filed in 1989 |url= https://cofs.lara.state.mi.us/CorpWeb/CorpSearch/CorpSummary.aspx?ID=801007930 |publisher=Michigan Department of Licensing & Regulatory Affairs (LARA) |title=Corporate Entity Details: American Motors Corporation |access-date=June 23, 2018 |archive-date=February 15, 2022 |archive-url= https://web.archive.org/web/20220215090123/https://cofs.lara.state.mi.us/CorpWeb/CorpSearch/CorpSummary.aspx?ID=801007930 |url-status=live }}</ref>
| predecessor = {{Plain list|
* [[Company:Hudson Motor Car Company|Hudson Motor Car Company]]
* Thomas B. Jeffery Company
* Nash-[[Company:Nash-Kelvinator|Kelvinator Corporation]]
* Kaiser Jeep
* Kaiser Motors
* Willys Overland
}}
| successor = {{Plain list|
* [[Company:Chrysler|Chrysler]]
* [[Company:Eagle (automobile)|Eagle (brand)]]
* Jeep Eagle Corporation
}}
| founder = George W. Mason
| location = American Center<br/>27777 Franklin Rd<br/>Southfield, Michigan, 48034<br/>{{wipe|United States}}
| industry = {{wipe|Automotive industry}}
| key_people = {{unbulleted list | George W. Romney | Roy Abernethy | Robert B. Evans | Roy D. Chapin Jr. | Dick Teague }}
| products = {{unbulleted list | Automobiles | Military vehicles | Buses and delivery vehicles | Sport utility vehicles | Major home appliances | Commercial refrigeration | Lawn care products }}
| num_employees = 
| parent = 
| subsid = {{Plain list|
* Kelvinator (1954–1968)
* [[Company:Vehículos Automotores Mexicanos|Vehículos Automotores Mexicanos]] (1963–1980)
* [[Company:AM General|AM General]] (1971–1983)
* [[Company:Shinjin Motors|Shinjin Jeep Motors]] (1974–1979)
* [[Company:Wheel Horse|Wheel Horse]] (1974–1986)
* Arab American Vehicles (1977–1987)
* [[Company:Beijing Benz|Beijing Jeep]] (1984–1987)
}}
| brands = {{Plain list|
* AMC (1966–1987)
* [[Company:AM General|AM General]] (1974–1979)
* [[Company:Hudson Motor Car Company|Hudson]] (1954–1957)
* [[Company:Jeep|Jeep]] (1970–1987)
* Metropolitan (1958–1962)
* Nash (1954–1957)
* [[Company:Rambler (automobile)|Rambler]] (1957–1983)
}}
}}

'''American Motors Corporation''' ('''AMC'''; commonly referred to as '''American Motors''') was an American automobile manufacturing company formed by the [[Social:Mergers and acquisitions|merger]] of Nash-Kelvinator Corporation and [[Company:Hudson Motor Car Company|Hudson Motor Car Company]] on May 1, 1954. At the time, it was the largest corporate merger in U.S. history.<ref>{{cite book |last=Flory |first=J. Kelly |year=2008 |title=American Cars, 1946–1959: Every Model, Year by Year |publisher=McFarland |page=545|isbn=978-0-7864-5230-9}}</ref>

American Motors' most similar competitors were those automakers that held similar annual sales levels such as [[Company:Studebaker|Studebaker]], [[Company:Packard|Packard]], Kaiser Motors, and Willys-Overland. Their largest competitors were the Big Three—[[Company:Ford Motor Company|Ford]], [[Company:General Motors|General Motors]], and [[Company:Chrysler|Chrysler]].

American Motors' production line included [[Engineering:Compact car|small car]]s—the [[Engineering:Rambler American|Rambler American]], which began as the Nash Rambler in 1950, [[Engineering:AMC Hornet|Hornet]], [[Engineering:AMC Gremlin|Gremlin]], and [[Engineering:AMC Pacer|Pacer]]; intermediate and [[Engineering:Full-size car|full-sized car]]s, including the [[Engineering:AMC Ambassador|Ambassador]], [[Engineering:Rambler Classic|Rambler Classic]], [[Engineering:AMC Rebel|Rebel]], and [[Engineering:AMC Matador|Matador]]; [[Engineering:Muscle car|muscle car]]s, including the Marlin, [[Engineering:AMC AMX|AMX]], and [[Engineering:AMC Javelin|Javelin]]; and early [[Engineering:Four-wheel drive|four-wheel drive]] variants of the [[Engineering:AMC Eagle|Eagle]] and the [[Engineering:Jeep Wagoneer (SJ)|Jeep Wagoneer]], the first true [[Engineering:Crossover (automobile)|crossovers]] in the U.S. market.

Regarded as "a small company deft enough to exploit special market segments left untended by the giants",<ref>{{cite magazine|title=Turnaround at American Motors |magazine=Fortune |volume=100 |year=1979 |pages=66–80}}</ref> American Motors was widely known for the design work of chief stylist Dick Teague, who "had to make do with a much tighter budget than his counterparts at Detroit's Big Three", but "had a knack for making the most of his employer's investment".<ref>{{cite news |title=Marlins and Hornets and Gremlins, Oh My: The Quirky Classics of A.M.C. |newspaper=The New York Times |first=John |last=Matras |date=April 4, 2005 |url= https://www.nytimes.com/2005/04/04/automobiles/marlins-and-hornets-and-gremlins-oh-my-the-quirky-classics-of.html |url-access=subscription |access-date=February 5, 2017 |archive-date=March 5, 2020 |archive-url= https://web.archive.org/web/20200305143554/https://www.nytimes.com/2005/04/04/automobiles/marlins-and-hornets-and-gremlins-oh-my-the-quirky-classics-of.html |url-status=live }}</ref>

After periods of intermittent independent success, [[Company:Renault|Renault]] acquired a major interest in American Motors in 1979, and the company was ultimately acquired by Chrysler in 1987.

== 1954 formation ==
[[File:American Motors-1954.svg|left|thumb|150px|American Motors logo used from 1954 until 1967]]
In January 1954, Nash-Kelvinator Corporation began the acquisition of the Hudson Motor Car Company (in what was called a [[Social:Mergers and acquisitions|merger]]). The new corporation would be called the American Motors Corporation. An earlier corporation with the same name, co-founded by Louis Chevrolet, had existed in Plainfield, New Jersey, from 1916 through 1922 before merging into the Bessemer–American Motors Corporation.

The Nash-Kelvinator/Hudson deal was a straight [[Finance:Stock transfer agent|stock transfer]] (three shares of Hudson listed at 11⅛, for two shares of American Motors and one share of Nash-Kelvinator listed at 17⅜, for one share of American Motors) and finalized in the spring of 1954, forming the fourth-biggest auto company in the U.S. with [[Finance:Asset|asset]]s of US$355&nbsp;million and more than $100&nbsp;million in [[Finance:Working capital|working capital]].<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,823270,00.html|archive-url= https://web.archive.org/web/20101116180818/http://www.time.com/time/magazine/article/0,9171,823270,00.html|archive-date= November 16, 2010|url-access=subscription|title=Answer from the Hustlers |magazine=Time|date=January 25, 1954|access-date=July 12, 2010}}</ref> The new company retained Hudson CEO A.E. Barit as a consultant and he took a seat on the [[Organization:Board of directors|board of directors]]. Nash's George W. Mason became president and CEO.

Mason, the architect of the merger, believed that the survival of the U.S.'s remaining independent automakers was dependent on their joining to form one multiple-brand company capable of challenging the Big Three as an equal. The "frantic 1953–54 Ford/GM price war" had a devastating impact on the remaining "independent" automakers.<ref>{{cite book|first=James M.|last=Flammang |title=Chronicle of the American automobile: over 100 years of auto history |year=1994 |publisher=Publications International |isbn=978-0-7853-0778-5 |url= https://books.google.com/books?id=9Z5TAAAAMAAJ&q=frantic+1953-54+Ford/GM+price+war |page=278 |access-date=July 29, 2010 |archive-date=May 14, 2016 |archive-url= https://web.archive.org/web/20160514100309/https://books.google.com/books?id=9Z5TAAAAMAAJ&q=frantic+1953-54+Ford/GM+price+war |url-status=live}}</ref> The reasons for the merger between Nash and Hudson included helping cut costs and strengthen their sales organizations to meet the intense competition expected from autos' Big Three.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,860075,00.html |archive-url= https://web.archive.org/web/20081222130620/http://www.time.com/time/magazine/article/0,9171,860075,00.html |archive-date= December 22, 2008 |url-access=subscription|title=Time Clock, Oct. 12, 1953 |magazine=Time |date=October 12, 1953|access-date=July 12, 2010}}</ref>

One quick result from the merger was the doubling up with Nash on purchasing and production, allowing Hudson to cut prices an average of $155 on the Wasp line, and up to $204 on the more expensive Hornet models.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,823771,00.html |archive-url= https://web.archive.org/web/20081215071048/http://www.time.com/time/magazine/article/0,9171,823771,00.html |archive-date= December 15, 2008 |url-access=subscription|title=Time Clock, Feb. 7, 1955 |magazine=Time|date=February 7, 1955|access-date=July 12, 2010}}</ref> After the merger, AMC had its first profitable quarter during the second three months of 1955, earning $1,592,307, compared to a loss of $3,848,667 during the same period in the previous year.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,866588,00.html |archive-url= https://web.archive.org/web/20081215050030/http://www.time.com/time/magazine/article/0,9171,866588,00.html |archive-date= December 15, 2008 |url-access=subscription|title=Second-Best Year |magazine=Time|date=August 1, 1955|access-date=July 12, 2010}}</ref> Mason also entered into informal discussions with James J. Nance of Packard to outline his [[Social:Strategic planning|strategic vision]]. Interim plans were made for American Motors to buy Packard [[Engineering:Ultramatic|Ultramatic]] automatic transmissions and Packard V8 engines for certain American Motors products.

In July 1954, [[Company:Packard|Packard]] acquired [[Company:Studebaker|Studebaker]].<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,860916,00.html |archive-url= https://web.archive.org/web/20101116223456/http://www.time.com/time/magazine/article/0,9171,860916,00.html |archive-date= November 16, 2010 |url-access=subscription|title=Autos: Merger No. 3 |magazine=Time |date=June 28, 1954|access-date=July 12, 2010}}</ref> The new Studebaker-Packard Corporation (S-P) made the new {{convert|320|CID|L|abbr=on}} Packard V8 engine and Packard's Ultramatic automatic transmission available to American Motors for its 1955 Nash Ambassador and Hudson Hornet models. When Mason died in 1954, George W. Romney succeeded him. Ironically, Romney had once been offered Nance's job.<ref>{{cite book|first=Thomas E. |last=Bonsall |title=More Than They Promised: The Studebaker Story|publisher=Stanford University Press|year =2000|page=287 |url= https://books.google.com/books?id=w67Uhn6bpnsC&pg=PA287 |isbn=978-0-8047-3586-5|access-date=November 24, 2010}}</ref> In 1948, Romney received offers from Packard for the post of chief operating officer and from Nash for the number two position in the company. Although the Packard offer would have paid more, Romney decided to work under Mason because he thought Nash had a brighter future. Studebaker-Packard president James Nance refused to consider merging with American Motors unless he could take the top position (Mason and Nance were former competitors as heads of the Kelvinator and [[Company:Hotpoint|Hotpoint]], respectively), and a week after Mason's death, Romney announced ''"there are no mergers under way either directly or indirectly."''<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,823618,00.html |archive-url= https://web.archive.org/web/20070930213850/http://www.time.com/time/magazine/article/0,9171,823618,00.html |archive-date= September 30, 2007 |url-access=subscription|title=Personnel: Changes of the Week |magazine=Time |date=October 25, 1954|access-date=July 12, 2010}}</ref> Romney agreed with Mason's commitment to buy S-P products. Mason and Nance had agreed that in return S-P would endeavor to purchase parts from American Motors, but S-P did not do so. As the Packard engines and transmissions were comparatively expensive, American Motors began development of its own V8.<ref name=newentry>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,819620,00.html |archive-url= https://web.archive.org/web/20101116224228/http://www.time.com/time/magazine/article/0,9171,819620,00.html |archive-date= November 16, 2010 |url-access=subscription|title=Autos: New Entry |magazine=Time|date=March 22, 1954|access-date=July 12, 2010}}</ref> American Motors also spent US$40 million developing its Double Safe Single Unit [[Engineering:Monocoque|monocoque]], which debuted in the 1956 model year.<ref>{{cite web |url= http://www.oldcaradvertising.com/AMC%20Ads/1956%20Rambler/1956%20Rambler%20Ad-02.jpg|title=Make the Smart Switch for '56 |website=OldCarAdvertising.com |archive-url= https://web.archive.org/web/20160310133755/http://www.oldcaradvertising.com/AMC%20Ads/1956%20Rambler/1956%20Rambler%20Ad-02.jpg |archive-date=March 10, 2016 |access-date=October 8, 2013}}</ref><ref>{{cite web |url= http://www.oldcaradvertising.com/AMC%20Ads/1956%20Rambler/1956%20Rambler%20Ad-05.jpg|title=A New Era In Motoring Has Begun |website=OldCarAdvertising.com |archive-url= https://web.archive.org/web/20160310133555/http://www.oldcaradvertising.com/AMC%20Ads/1956%20Rambler/1956%20Rambler%20Ad-05.jpg |archive-date=March 10, 2016 |access-date=October 8, 2013}}</ref> In mid-1956, the {{convert|352|CID|L|1|abbr=on}} Packard V8 and [[Engineering:Ultramatic#1955: Twin-Ultramatic Drive|TwinUltramatic]] transmission were phased out and replaced by American Motors's new V8 and by GM Hydra-Matic and [[Company:BorgWarner|Borg-Warner]] transmissions.

== Product development in the 1950s ==

=== Product consolidation ===
[[File:'57 Nash Metropolitan Coupe (Auto classique St. Lazare '10).jpg|thumb|1957 Nash Metropolitan]]
American Motors combined the Nash and Hudson product lines under a common manufacturing strategy in 1955, with the production of Nashes and Hudsons consolidated at the Nash plant in Kenosha.<ref name=newentry/> The Detroit Hudson plant was converted to military contract production and eventually sold. The separate Nash and Hudson dealer networks were retained. The Hudsons were redesigned to bring them in harmony with Nash's body styles.

The fast-selling Nash Rambler model was sold as both a Nash and a Hudson in 1955 and 1956. These badge-engineered Ramblers, along with similar Metropolitans, were identical save for hubcaps, nameplates, and other minor trim details.

The pre-existing full-size Nash product line was continued with the Nash Statesman restyled as the "new" Hudson Wasp and the Nash Ambassador restyled as the Hudson Hornet. Although the cars shared the same body shell, they were at least as different from one another as Chevrolet and Pontiac. Hudsons and Nashes each used their engines as they had previously: the Hudson Hornet continued to offer the {{convert|308|CID|L|1|abbr=on}} I6 that had powered the (NASCAR) champion during the early 1950s; the Wasp now used the former engine of the Hudson Jet.

The Nash Ambassador and Statesman continued with overhead- valve and L-head sixes respectively. Hudson and Nash cars had different front suspensions. Trunk lids were interchangeable, but other body panels, rear window glass, dash panels, and braking systems were different. The Hudson Hornet and Wasp, and their Nash counterparts, had improved ride and visibility, and also better fuel economy owing to the lighter unitized Nash body.

[[File:Rambler American 1st-generation black sedan.jpg|thumb|1959 Rambler American Club Sedan]]

The larger Nash and Hudson range did not sell well and AMC lost money each year. Dismayed with the results Romney decided in 1956 that the future of the company lay with the compact Rambler line. Romney halted production on the new large cars and focused entirely on the new [[Engineering:Rambler Six and V8|Rambler Six and V8]] introducing them in 1956, despite being scheduled for a 1957 release. Sales of the new Ramblers were poor and sales of the Hudson and Nash models were almost non-existent, resulting in a $31.7 million operating loss for 1956. Sales improved in 1957 but the year still saw an $11.8 million loss for the company. In response Romney launched a massive PR blitz, traveling 70,000 miles nationwide in 12 months. Romney spoke at union halls, dinners, churches, and fairgrounds, as well as radio and TV stations. He was anywhere where he could get the word out about Rambler. Rambler sales took off in 1958, up by 58.7%, and 425 new dealers were signed up. 1958 became AMC's first year of profitability since its formation, to $28 million. The Nash and Hudson brands were dropped and Rambler became a marque in its own right and the mainstay of the company.<ref>{{cite web |url= https://www.curbsideclassic.com/automotive-histories/automotive-history-nash-rambler-amc-during-the-romney-years-1947-1962-filling-in-a-lot-of-blanks-and-correcting-a-lot-of-assumptions/2/ |title= Automotive History: George Romney at Nash/Rambler/AMC (1947-1962) – Unflinching Vision and Determination to Take on the Big Three Dinosaurs with Compacts |date=February 5, 2021 |access-date= July 2, 2021 |archive-date=July 9, 2021 |archive-url= https://web.archive.org/web/20210709182246/https://www.curbsideclassic.com/automotive-histories/automotive-history-nash-rambler-amc-during-the-romney-years-1947-1962-filling-in-a-lot-of-blanks-and-correcting-a-lot-of-assumptions/2/ |url-status= live }}</ref> The popular British-built Metropolitan subcompact continued as a standalone brand until it was discontinued in 1961. The prototype 1958 Nash Ambassador/Hudson Hornet, built on a stretched Rambler platform, was renamed at the last minute as "Ambassador by Rambler". To round out the model line American Motors reintroduced the old 1955, {{convert|100|in|mm|0|abbr=on}} wheelbase Nash Rambler as the new [[Engineering:Rambler American|Rambler American]] with only a few modifications. This gave Rambler a compact lineup that included the {{convert|100|in|mm|0|abbr=on}} wheelbase American, {{convert|108|in|mm|0|abbr=on}} wheelbase Rambler Six and [[Engineering:Rambler Rebel|Rebel V8]], as well as the {{convert|117|in|mm|0|abbr=on}} wheelbase Ambassador.

=== The "dinosaur-fighter" ===
[[File:1958 Rambler sedan pink and white NJ.jpg|thumb|1958 Rambler Custom 4-Door Sedan]]

Sales of Ramblers soared in the late 1950s in part because of American Motors' focus on the compact car and its marketing efforts. These included sponsoring the hugely popular Walt Disney anthology television series and as an exhibitor at the Disneyland theme park in Anaheim, California. George Romney himself pitched the Rambler product in television commercials.

While the "Big Three" introduced ever-larger cars, American Motors followed a "dinosaur-fighter" strategy. George W. Romney's leadership focused the company on the compact car, a fuel-efficient vehicle 20 years before there was a real need for them.<ref>{{cite book|first=Gerald C. |last=Meyers |first2=John |last2=Holusha |year=1986 |title=When it hits the fan: Managing the nine crises of business |publisher=Houghton Mifflin |isbn=978-0-395-41171-1 |url-access=registration |url= https://archive.org/details/whenithitsfanman0000meye}}</ref> This gave Romney a high profile in the media. Two core [[Social:Critical success factor|strategic factors]] came into play: (1) the use of shared components in American Motors products and (2) a refusal to participate in the Big Three's restyling race. This cost-control policy helped Rambler develop a reputation for building solid economy cars. Company officials were confident in the changing market and in 1959 announced a $10&nbsp;million (US${{formatnum:{{Inflation|US|10000000|1959}}}} in 2016 dollars{{inflation-fn|US}}) expansion of its Kenosha complex (to increase annual straight-time capacity from 300,000 to 440,000 cars).<ref name=rvm15>{{cite magazine |url= http://wardsautoworld.com/ar/auto_rearview_mirror_15/index.html |title=Rearview mirror|magazine=Ward's AutoWorld |date=February 1, 2000 |access-date=August 31, 2012|archive-url= https://web.archive.org/web/20110728081550/http://wardsautoworld.com/ar/auto_rearview_mirror_15/index.html |archive-date=July 28, 2011}}</ref> A letter to shareholders in 1959 claimed that the introduction of new compact cars by American Motors' large domestic competitors (for the 1960 model year) "signals the end of big-car domination in the U.S." and that American Motors predicts small-car sales in the U.S. may reach 3 million units by 1963.<ref name=rvm15/>

American Motors was also beginning to experiment with non-gasoline-powered automobiles. On April 1, 1959, American Motors and Sonotone Corporation announced a joint research effort to consider producing an [[Engineering:Electric car|electric car]] that was to be powered by a "self-charging" battery.<ref>{{cite magazine |url= http://wardsautoworld.com/ar/auto_rearview_mirror_13/index.html|title=Rearview Mirror|magazine=Ward's AutoWorld|date=April 1, 2000|access-date=August 31, 2012 |archive-url= https://web.archive.org/web/20110728081557/http://wardsautoworld.com/ar/auto_rearview_mirror_13/index.html |archive-date=July 28, 2011}}</ref> Sonotone had the technology for making sintered plate nickel–cadmium batteries that can be recharged very rapidly and are lighter than a typical automobile [[Chemistry:Lead–acid battery|lead–acid battery]].<ref>{{cite web |url= http://www.roger-russell.com/sonopg/sononst.htm |first=Roger |last=Russell |title=Sonotone History: Tubes, Hi-Fi Electronics, Tape heads and Nicad Batteries |publisher=Sonotone Corporation History |access-date=July 12, 2010 |archive-date=July 12, 2012 |archive-url= https://web.archive.org/web/20120712044321/http://www.roger-russell.com/sonopg/sononst.htm |url-status=live }}</ref>

In 1959, American Motors hired designer Dick Teague, who had previously worked for [[Company:General Motors|General Motors]], [[Company:Packard|Packard]], and [[Company:Chrysler|Chrysler]]; after Edmund E. Anderson left the company in 1961, Teague was named principal designer and in 1964, vice president.

{{clear}}

== Changing focus in the 1960s ==

=== Innovation ===
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|image1 = 1964 Rambler 440H-2door-HT front NJ-show.JPG 
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To stay competitive, American Motors produced a wide range of products during the 1960s and added innovations long before the "Big Three" introduced them.

For example, the [[Engineering:Rambler Classic|Rambler Classic]] was equipped with a standard tandem [[Engineering:Master cylinder|master cylinder]] in 1962 that provided stopping ability even if there was a failure in the brake system.<ref>{{cite book |url= https://books.google.com/books?id=CyBFAgAAQBAJ&pg=PA65 |pages=63–65|title=American Motors Corporation: The Rise and Fall of America's Last Independent Automaker|first=Patrick R. |last=Foster |isbn=978-0-7603-4425-5 |publisher=Motorbooks |year=2013 |via=Google Books |access-date=June 23, 2022}}</ref> Only [[Company:Cadillac|Cadillac]] also included this safety feature six years before U.S. safety regulations required it on all cars.

Rambler also was an early pioneer in offering an automatic shift indicator sequence (P R N D2 D1 L, where if one selected "D2", the car started in second gear, while "1" started in first gear) on its "Flash-O-Matic" transmission which is similar to today's "PRNDSL" shift pattern, made mandatory for the 1968 model year cars,<ref>{{cite magazine |url= https://books.google.com/books?id=jSEDAAAAMBAJ&pg=PA82 |title=What the new auto safety laws will mean to you |page=82 |magazine=Popular Science |date=June 1967 |volume=190 |issue=6 |via=Google Books |access-date=June 23, 2022}}</ref> which required a neutral position between reverse and drive,<ref>{{cite web |url= https://books.google.com/books?id=p_k6AAAAIAAJ&pg=PA240 |page=240 |title=The Code of Federal Regulations of the United States of America |publisher=U.S. Government Printing Office |year= 1966 |via=Google Books |access-date=June 23, 2022}}</ref> while [[Company:General Motors|General Motors]] still offered a shift selector that had reverse immediately next to low gear (PNDSLR) well into the 1960s.

Unique in the U. S. automotive industry, American Motors offered adjustable front seat backrests from their Nash-origin,<ref>{{cite book |url= https://books.google.com/books?id=r9j7MWLE_jMC&dq=adjustable+seat+AMC+was+unique+in+thinking+it&pg=PA11 |page=11 |title=The Cars of American Motors: An Illustrated History |first=Marc |last=Cranswick |publisher=McFarland |year=2011 |isbn=978-0-7864-8570-3 |via=Google Books |access-date=June 23, 2022 |archive-date=April 9, 2023 |archive-url= https://web.archive.org/web/20230409193719/https://books.google.com/books?id=r9j7MWLE_jMC&dq=adjustable+seat+AMC+was+unique+in+thinking+it&pg=PA11 |url-status=live }}</ref> and in 1964, the Classic and Ambassador were equipped with standard dual reclining front seats nearly a decade before the Big Three offered them as options. [[Company:Bendix Corporation|Bendix]] [[Engineering:Disc brake|disc brake]]s were made standard on the Marlin and optional on other models in 1965.<ref>{{cite web |title=Introduction to the 1965–1967 AMC Marlin |url= https://auto.howstuffworks.com/1965-1967-amc-marlin.htm#pt2 |work=How Stuff Works |author=((Auto Editors of ''Consumer Guide'')) |date=October 26, 2007 |access-date=June 23, 2022 |archive-date=June 28, 2022 |archive-url= https://web.archive.org/web/20220628223822/https://auto.howstuffworks.com/1965-1967-amc-marlin.htm#pt2 |url-status=live }}</ref><ref>{{cite magazine |title=What's new at American Motors |magazine=Popular Science |volume=185 |issue=4 |pages=90–91 |date=October 1964 |url= https://books.google.com/books?id=1yUDAAAAMBAJ&pg=PA90 |via=Google Books |access-date=June 23, 2022}}</ref> This made the Marlin one of the first modern American cars with standard disc brakes, while the Big Three did not offer them until the early 1970s on most of their models to meet Federal Motor Vehicle Safety Standards.<ref>{{cite web |url= http://www.secondchancegarage.com/public/history-of-automotive-brakes-1.cfm |title=Hitting the Brakes: A History of Automotive Brakes |first=Llewellyn |last=Hedgbeth |work=Second Chance Garage |access-date=June 23, 2022 |archive-date=February 24, 2013 |archive-url= https://web.archive.org/web/20130224033919/http://www.secondchancegarage.com/public/history-of-automotive-brakes-1.cfm |url-status=live }}</ref>

In the early part of the decade, sales were strong, thanks in no small part to the company's history of building small cars, which came into vogue in 1961.<ref name=Flory133>{{cite book|last=Flory Jr. |first=J. "Kelly" |title=American Cars, 1960–1972: Every Model, Year by Year |publisher=McFarland |year=2004 |page=133 |isbn=978-0-7864-1273-0}}</ref> In both 1960 and 1961, Ramblers ranked in third place among U. S. automobile sales,<ref>{{cite web |url= https://auto.howstuffworks.com/1965-1966-rambler-ambassador.htm#pt1 |title=1965–1966 Rambler Ambassador |work=How Stuff Works |author=((Auto Editors of ''Consumer Guide'')) |date=October 23, 2007 |access-date=June 23, 2022 |archive-date=June 25, 2022 |archive-url= https://web.archive.org/web/20220625144414/https://auto.howstuffworks.com/1965-1966-rambler-ambassador.htm#pt1 |url-status=live }}</ref> up from third on the strength of small-car sales, even in the face of a lot of new competition.<ref name=Flory133/> Romney's [[Strategic management|strategic focus]] was very successful as reflected in the firm's healthy profits year after year. The company became completely debt-free. The financial success allowed the company to reach an agreement on August 26, 1961, with the United Auto Workers for a [[Finance:Profit sharing|profit sharing]] plan that was new in the automobile industry. Its new three-year labor contract also included generous annual improvement pay increases, as well as automatic cost-of-living raises.<ref>{{cite news |first=Damon |last=Stetson |title=American Motors And U.A.W. Agree To Share Profits |url= https://www.nytimes.com/1961/08/27/archives/american-motors-and-uaw-agree-to-share-profits-accord-reached-in.html |url-access=subscription |access-date=November 24, 2010 |newspaper=The New York Times |date=August 27, 1961 |page=1 |archive-date=August 27, 2021 |archive-url= https://web.archive.org/web/20210827004835/https://www.nytimes.com/1961/08/27/archives/american-motors-and-uaw-agree-to-share-profits-accord-reached-in.html |url-status=live }}</ref> However, in 1962, Romney resigned to run for Governor of Michigan. His replacement was Roy Abernethy, American Motors' successful sales executive.

By 1964, Studebaker production in the United States had ended, and its Canadian operations ceased in 1966. The "Big Three", plus the smaller American Motors, Kaiser Jeep, [[Company:International Harvester|International Harvester]], Avanti, and Checker companies were the remaining North American auto manufacturers.

[[File:1965 Marlin aqua white md-rr.jpg|thumb|1965 Rambler Marlin]]
Abernethy believed that American Motors's reputation of building reliable economical cars could be translated into a new strategy that could follow AMC buyers as they traded up into larger, more expensive vehicles. American Motors, in reality, had produced large cars throughout most of its history. The Rambler Ambassadors were every bit as large as a full-sized Ford or Chevy. There was only an absence of largest-sized cars from the American Motors lineup in 1963 and 1964<ref>{{cite news |first=David R. |last=Jones |title=American Motors Putting Stress on Power and Luxury |newspaper=The New York Times |date=September 7, 1964 |page=6 |url= https://www.nytimes.com/1964/09/07/archives/american-motors-putting-stress-on-power-and-luxury-rambler-maker.html |url-access=subscription |access-date=August 8, 2010 |archive-date=July 22, 2018 |archive-url= https://web.archive.org/web/20180722190748/https://www.nytimes.com/1964/09/07/archives/american-motors-putting-stress-on-power-and-luxury-rambler-maker.html |url-status=live }}</ref> The first cars bearing his signature were the 1965 models.<ref>{{cite magazine|url= https://books.google.com/books?id=olEEAAAAMBAJ&q=1965+Rambler+Ambassador+sensible+spectaculars&pg=PA79 |title=Rambler Ambassador (advertisement) |pages=78–79 |magazine=Life |date=December 1964|volume=58 |issue=8 |via=Google Books |access-date=June 23, 2022}}</ref> The 1965 models were a major makeover of the new platform that had just been introduced in 1963. These were a longer [[Engineering:AMC Ambassador|Ambassador]] series and new [[Engineering:Convertible|convertible]]s for the larger models. During mid-year, a [[Engineering:Fastback|fastback]], called the [[Engineering:Rambler Marlin|Marlin]], was added.<ref>{{cite web |work=How Stuff Works |author=((Auto Editors of ''Consumer Guide'')) |title=Introduction to the 1965-1967 AMC Marlin |url= https://auto.howstuffworks.com/1965-1967-amc-marlin.htm |date=October 26, 2007 |access-date=June 23, 2022 |archive-date=June 28, 2022 |archive-url= https://web.archive.org/web/20220628223822/https://auto.howstuffworks.com/1965-1967-amc-marlin.htm |url-status=live }}</ref> It competed directly with cars like the [[Engineering:Dodge Charger (1966)|Dodge Charger]], but AMC's "family-sized" fastback emphasized [[Engineering:Personal luxury car|personal-luxury]].<ref>{{cite web |last1=Wilcox |first1=Lee |title=Curbside Classic: 1967 Dodge Charger – Chrysler's Marlin |url= https://www.curbsideclassic.com/curbside-classics-american/curbside-classic-1967-dodge-charger-a-chrysler-marlin/ |work=Curbside Classic |date=June 7, 2022 |access-date=June 23, 2022 |archive-date=June 21, 2022 |archive-url= https://web.archive.org/web/20220621203345/https://www.curbsideclassic.com/curbside-classics-american/curbside-classic-1967-dodge-charger-a-chrysler-marlin/ |url-status=live }}</ref>

=== Tough choices ===
The continuing quest "in the business world's toughest race – the grinding contest against the Big Three automobile makers" also meant annual styling changes requiring large expenditures.<ref>{{cite news |first=Vartaing G. |last=Vartan |title=Rambler Chief Is Fighting 'Big 3'; Roy Abernethy Says American Pushes Hard Battle |url= https://www.nytimes.com/1964/03/20/archives/rambler-chief-is-fighting-big-3-roy-abernethy-says-american-pushes.html |url-access=subscription |access-date=August 8, 2010 |newspaper=The New York Times |date=March 20, 1964 |page=45 |archive-date=July 22, 2018 |archive-url= https://web.archive.org/web/20180722192129/https://www.nytimes.com/1964/03/20/archives/rambler-chief-is-fighting-big-3-roy-abernethy-says-american-pushes.html |url-status=live }}</ref> American Motors's management total confidence "that the new 1965 models would stem a bother some decline" actually began falling behind in share of sales.<ref>{{cite news |first=David A. |last=Jones |title=Rambler Facing Eroding Market |url= https://www.nytimes.com/1965/07/25/archives/rambler-facing-eroding-market-american-motors-is-falling-behind-in.html |url-access=subscription |access-date=August 8, 2010 |newspaper=The new York Times |date=July 25, 1965 |page=F1 |archive-date=August 29, 2018 |archive-url= https://web.archive.org/web/20180829080836/https://www.nytimes.com/1965/07/25/archives/rambler-facing-eroding-market-american-motors-is-falling-behind-in.html |url-status=live }}</ref>

Moreover, a new line of redesigned cars in the [[Engineering:Full-size car|full]] and [[Engineering:Mid-size car|mid-sized]] markets was launched in the fall of 1966.<ref>{{cite news |title=American Motors Is Counting on Sleekly Styled Cars |url= https://www.nytimes.com/1966/09/22/archives/american-motors-is-counting-on-sleekly-styled-cars.html |url-access=subscription |access-date=August 8, 2010 |newspaper=The New York Times |date=September 22, 1966 |page=43 |archive-date=August 28, 2018 |archive-url= https://web.archive.org/web/20180828172033/https://www.nytimes.com/1966/09/22/archives/american-motors-is-counting-on-sleekly-styled-cars.html |url-status=live }}</ref> The cars won acclaim for their fluid styling, and Abernethy's ideas did work as Ambassador sales increased significantly. The dated designs of the Rambler Americans, however, hurt its sales which offset gains from Ambassador sales. There were quality control problems with the introduction of the new full-sized cars, as well as persistent rumors of the company's demise because of its precarious cash flow. Consumer Reports' negative ratings for American Motors' safety did not help.

During this time, AMC's international sales were expanding. From only 18,000 cars five years ago, the 1965 model year AMC sold 74,420 cars in Canada, Europe, and Latin America. AMC remained the biggest U.S. seller of autos in both France and Germany.<ref>{{cite magazine |title=American Motors |magazine=Forbes |date=1966 |volume=98 |page=34 |url= https://books.google.com/books?id=KA-8AAAAIAAJ&q=AMC+remains+the+biggest+U.S.+seller+of+autos+in+both+France+and+Germany |via=Google Books |access-date=June 23, 2022}}</ref>

Abernethy also called for the de-emphasis of the Rambler brand, because he believed the public associated it too strongly with economy cars, and that it was hindering the sale of American Motors' other models at a time when mid and luxury car sales were very strong. As a result, he ordered that for 1966, the Ambassador and Marlin were to be badged purely as a product of American Motors.<ref>{{cite web |title=Ambassador: 1965-1966 |work=The Auto History Preservation Society |url= http://wildaboutcarsonline.com/cgi-bin/pub9990262549620.cgi?itemid=9990287407543&categoryid=9990287330870 |access-date=June 23, 2022 |archive-date=August 17, 2022 |archive-url= https://web.archive.org/web/20220817033504/http://wildaboutcarsonline.com/cgi-bin/pub9990262549620.cgi?itemid=9990287407543&categoryid=9990287330870 |url-status=dead }}</ref> The strategy shift at first seemed to be working because sales of the redesigned 1965 and 1966 Ambassadors improved, even as AMC's overall production decreased from the record level achieved in 1963.<ref>Total cars made by AMC in 1963 = 464,126, of which 37,811 were Ambassadors of a new design, but the same size as the [[Engineering:Rambler Classic|Rambler Classic]] models. Total cars made by AMC in 1965 = 391,366, of which 61,145 were the first Ambassadors with new and larger "Abernethy" design. Source: {{cite book |editor-last=Gunnell |editor-first=John |title=The Standard Catalog of American Cars 1946-1975 |publisher=Krause Publications |year=1987 |isbn=978-0-87341-096-0 }}</ref> However, corporate earnings per share were a meager 27 cents per share, the lowest since AMC made its famous compact car comeback in 1958.<ref>{{cite magazine|title=American Motors |magazine=Forbes |year=1966 |volume=97 |url= https://books.google.com/books?id=4A28AAAAIAAJ&q=Abernethy+switched+advertising+agencies+to+promote+a+better+luxury+and+sports+car+image |page=118 |last1=Forbes |first1=Bertie Charles |via=Google Books |access-date=June 23, 2022}}</ref> Investors received a message of the changing fortune of the automaker when the company's 1966 annual financial report was delivered in a plain brown wrapper, instead of the previous year's glossy cover.<ref>{{cite book |last=Mueller |first=Mike |title=Motor City Muscle: The High-Powered History of the American Muscle Car |publisher=MBI Publishing |year=1997 |page=99 |isbn=978-0-7603-0196-8}}</ref>

[[File:American Motors-1967.svg|thumb|left|150px|American Motors logo used from 1967 until 1970]]
A completely new design was also slated for the larger 1967 models. This strategy added $60 million in retooling costs, which was a major stretch for the company. The new models shared fewer parts and were more expensive to build. Abernethy continued his objective to position the new [[Engineering:Rambler Rebel|Rebel]] and Ambassador designs on an equal basis with competitive [[Finance:Economy car|economy models]] marketed by the Big Three.

[[File:1967 Ambassador 990 4-d aqua pa-s.jpg|thumb|1967 Ambassador 990]]
American Motors did not have their own electric car program as did the Big Three, and after some negotiation, a contract was drawn in 1967 with Gulton Industries to develop a new battery based on [[Physics:Lithium battery|lithium]] and a speed controller designed by Victor Wouk.<ref name=Wouk>{{cite journal |url= http://calteches.library.caltech.edu/4118/1/Hybrid.pdf |first=Judith R. |last=Goodstein |year=2004 |title=Godfather of the Hybrid |journal=Engineering & Science |publisher=California Institute of Technology |volume=LXVII |issue=3 |access-date=June 23, 2022 |archive-date=December 2, 2013 |archive-url= https://web.archive.org/web/20131202235245/http://calteches.library.caltech.edu/4118/1/Hybrid.pdf |url-status=live }}</ref> A nickel-cadmium battery powered 1969 Rambler station wagon demonstrated the power systems that according to the scientist was a "wonderful car".<ref name=Wouk/> This was also the start of other "plug-in"-type experimental American Motors vehicles developed with Gulton – the Amitron city concept car and later the similar Electron.

Although the new models were well received by the motor industry media, the last quarter sales for AMC ended September 30, 1966 (AMC was not on a calendar fiscal year) were disappointing. The company recorded a balance sheet loss of $12,648,000 for the year before Tax Credits and deferred Tax Assets.<ref>{{cite journal| journal=Automobile Quarterly |volume=33 |issue=2 |page=36 | title=Rambler |date=November 1994 |url= https://books.google.com/books?id=BkBWAAAAMAAJ&q=Tom+McCahill+seemed+to+surprise+even+himself+when+he+flatly+stated+Rambler+Rebel |via=Google Books |access-date=June 23, 2022}}</ref><ref>{{cite magazine|url= https://books.google.com/books?id=GlYEAAAAMBAJ&q=There+isn't%20a+better+intermediate+size+car+sold+in+the+United+States+than+the+1967+Rambler+Rebel&pg=PA16 |magazine=Life |title=There isn't a better intermediate size car sold in the United States than the 1967 Rambler Rebel (advertisement) |page=16 |volume=62 |issue=17 |date=28 April 1967 |access-date=1 January 2012 |via=Google Books}}</ref> By this time the board had lost confidence in Abernethy due to his huge spending which had unstabilized the company and each year under his leadership the company had suffered huge financial losses. As a result, Abernethy was forced into taking an "early retirement" from American Motors on January 9, 1967. Abernethy was replaced by Roy D. Chapin Jr. (son of Hudson Motors founder Roy D. Chapin).<ref>{{cite news |title=American Motors Picks Chapin For Chief as 2 Men Step Down; Evans and Abernethy Drop Out of Management Team Luneburg Is President |url= https://www.nytimes.com/1967/01/10/archives/american-motors-picks-chapin-for-chief-as-2-men-step-down-evans-and.html |url-access=subscription |access-date=August 8, 2010 |newspaper=The New York Times |date=January 10, 1967 |page=53 |archive-date=August 28, 2018 |archive-url= https://web.archive.org/web/20180828170713/https://www.nytimes.com/1967/01/10/archives/american-motors-picks-chapin-for-chief-as-2-men-step-down-evans-and.html |url-status=live }}</ref> Chapin quickly instituted changes to American Motors's offerings and tried to regain market share by focusing on younger demographic markets.<ref>{{cite news |first=Paul |last=Hofmann |title=A Younger Management At Rambler Maker; Rambler Maker Accenting Youth |url= https://www.nytimes.com/1967/01/11/archives/a-younger-management-at-rambler-maker-rambler-maker-accenting-youth.html |url-access=subscription |access-date=August 8, 2010 |newspaper=The New York Times |date=January 11, 1967 |page=65 |archive-date=August 28, 2018 |archive-url= https://web.archive.org/web/20180828174148/https://www.nytimes.com/1967/01/11/archives/a-younger-management-at-rambler-maker-rambler-maker-accenting-youth.html |url-status=live }}</ref> Chapin's first decision was to cut the price of the Rambler to within US$200 of the basic [[Engineering:Volkswagen Beetle|Volkswagen Beetle]]. Innovative marketing ideas included making [[Physics:Air conditioning|air conditioning]] standard on all 1968 Ambassador models (available as a delete option). This made American Motors the first U.S. automaker to make air conditioning standard equipment on a line of cars, preceding even luxury makes such as Lincoln, [[Company:Imperial (automobile)|Imperial]], and [[Company:Cadillac|Cadillac]].

[[File:1969 AMC AMX Big Bad Green at 2009 Potomac Ramblers meet 1of3.jpg|thumb|1969 American Motors AMX]]

The company introduced exciting entries for the decade's [[Engineering:Muscle car|muscle car]] boom, most notably the [[Engineering:AMC AMX|AMX]], while the [[Engineering:AMC Javelin|Javelin]] served as the company's entrant into the sporty [[Engineering:Pony car|pony car]] market created by the [[Engineering:Plymouth Barracuda|Plymouth Barracuda]] and the Ford Mustang. Additional operating cash was derived in 1968 through the sale of Kelvinator Appliance, once one of the firm's core operating units. The Kelvinator divestiture left American Motors a downsized company solely manufacturing automobiles.

The Rambler marque was discontinued in 1968, leaving only the Rambler American as the last product to bear the name, until 1969. The Rambler brand continued to be used only for export markets, with Mexico being the last market to use it in 1983. From 1970, American Motors was the brand used for all American Motors passenger cars, and all vehicles from that date bore the American Motors name and the new corporate logo. However, the names "American Motors" and "AMC" were used interchangeably in corporate literature well into the 1980s. The branding issue was further complicated when the company's [[Engineering:AMC Eagle|Eagle]] [[Engineering:Four-wheel drive|all-wheel drive]] passenger cars were marketed as the American Eagle in the 1980s.

== 1970s product developments ==
'''Jeep'''

In the late 1960s, Kaiser Industries Corporation decided to leave the automotive industry and sought a buyer for its money-losing Kaiser Jeep division. American Motors' vice president for manufacturing, Gerald C. Meyers, headed the team sent to evaluate Kaiser's Jeep factories. Although opposed by AMC's top management, Chapin made a major decision in February 1970 to purchase Kaiser Jeep for $70 million. Although it was a gamble, Chapin believed that Jeep vehicles would complement American Motors' passenger car business. The Jeep market was also a market in which the Big Three had no presence, and therefore there was no competition. American Motors gained the iconic Jeep brand of light trucks and SUVs, as well as Kaiser-Jeep's government contracts – notably the M151 line of military Jeeps and the [[Engineering:Jeep DJ|DJ-Series]] postal Jeeps. American Motors also expanded its international network. The military and special products business was reconstituted as American Motors General Products Division, later reorganized as [[Company:AM General|AM General]].

'''Hornet and Gremlin'''

In 1970, American Motors consolidated all passenger cars under one distinct brand identity and debuted the [[Engineering:AMC Hornet|Hornet]] range of compact cars. The Hornet and the later [[Engineering:AMC Gremlin|Gremlin]] shared [[Engineering:Automobile platform|platforms]]. The Gremlin, the first North American-built subcompact, sold more than 670,000 units from 1970 through 1978. The Hornet became American Motors' best-selling passenger car since the Rambler Classic, with more than 860,000 units sold by the time production ended in 1977. The Hornet platform continued to be built under a variety of models through 1987.

For a time, both the Hornet and Gremlin could be ordered with Levi's denim interiors.<ref>{{cite web|url= https://www.metv.com/stories/these-vintage-hornets-prove-even-cars-were-hit-by-the-blue-jeans-craze-of-the-1970s |title=Even AMC cars were hit by the blue jeans craze of the 1970s |work=ME-TV Chicago |access-date=December 27, 2019 |archive-date=September 30, 2019 |archive-url= https://web.archive.org/web/20190930210528/https://www.metv.com/stories/these-vintage-hornets-prove-even-cars-were-hit-by-the-blue-jeans-craze-of-the-1970s |url-status=live}}</ref>

'''Matador'''

The new facelifted, mid-sized [[Engineering:AMC Matador|AMC Matador]] replaced the Rebel in 1971, using an advertising campaign that asked, "What's a Matador?"<ref>{{cite web |url= http://www.javelinamx.com/JavHome/articles/matx-rt.htm |title=Road Test: American Motors Matador X from ''Road & Track'' |date=March 1974 |archive-url= https://web.archive.org/web/20080511184149/http://www.javelinamx.com/JavHome/articles/matx-rt.htm |archive-date=May 11, 2008 |access-date=April 13, 2017}}</ref> In 1972, American Motors won the tender for Los Angeles Police Department cruisers, and Matadors were used by the department from 1972 until 1975, replacing the [[Engineering:Plymouth Satellite|Plymouth Satellite]]. American Motors supplied Mark VII Limited owner Jack Webb with two Matadors, a sedan and a wagon, for use in his popular television series ''Adam-12'', increasing the cars' public profile. Matadors saw fleet use as taxis, government, as well as police, and fire vehicles in some states.

In 1973, American Motors signed a licensing agreement with [[Company:Curtiss-Wright|Curtiss-Wright]] to build [[Engineering:Wankel engine|Wankel engine]]s for cars and Jeeps.<ref>{{cite magazine |url= http://wardsautoworld.com/ar/auto_rearview_mirror_15/ |author=Ward's Auto World Staff |title=Rearview mirror |magazine=Ward's Auto World|date=February 1, 2000 |access-date=August 31, 2012 |archive-url= https://web.archive.org/web/20111105205047/http://wardsautoworld.com/ar/auto_rearview_mirror_15/ |archive-date=November 5, 2011}}</ref>

Starting in 1974, the Matador sedan and station wagon were mildly refreshed, with new boxier front and rear ends, making it full-sized. This second-generation model was made virtually unchanged until 1978.

'''Ambassador'''

From 1970, the Rebel and Ambassador were identical from the A-pillar back. The Ambassador continued as American Motors' upmarket model with more choices of creature comforts and with air conditioning as standard. From the A-pillar forward the Ambassador was redesigned and stretched {{convert|7|in|mm|0}} to become the biggest ever, just as the 1973 [[Finance:1973 oil crisis|Arab Oil Embargo]] sparked gasoline rationing across the nation. The additional length was due to a new front-end design and stronger energy-absorbing bumpers required of all automobiles sold in the U.S.<ref>{{cite magazine|first=Jan P. |last=Norbye |title=New bumpers have uniform height, take angle impacts|magazine=Popular Science |pages=90–91|date=October 1973 |url= https://books.google.com/books?id=lpiMSzja6W4C&pg=PA90 |volume=203 |issue=4 |access-date=January 16, 2011}}</ref> Sales of all large cars fell due to economic problems and rising gasoline prices. The Ambassador became a full-sized car in 1974 and was discontinued after the 1974 model year, leaving only the Matador as American Motors' full-size offering. Nash and American Motors made Ambassadors from 1927 through 1974, the longest use of the same model name for any American Motors product and, at the time, the longest continuously used nameplate in the industry.

'''Matador Coupe'''

In 1974, the first-generation Matador two-door hardtop, known as the "flying brick" due to its poor aerodynamics in NASCAR competition, was replaced at great cost with a sleek, smoothly shaped, and radically styled two-door coupe. The model received praise for its design, including "Best Styled Car of 1974" by ''Car and Driver'' magazine,<ref>{{cite web|url= https://auto.howstuffworks.com/1974-1978-amc-matador1.htm |title=1974–1978 AMC Matador |date=October 26, 2007 |access-date=January 16, 2011 |archive-date=January 22, 2021 |archive-url= https://web.archive.org/web/20210122101529/https://auto.howstuffworks.com/1974-1978-amc-matador1.htm |url-status=dead}}</ref> customer satisfaction,<ref>{{cite magazine|first=Michael |last=Lamm |title=Styling is a knockout, but so is the low roofline! |magazine=Popular Mechanics|date=April 1974 |volume=141 |issue=4 |pages=98–101 |url= https://books.google.com/books?id=odQDAAAAMBAJ&pg=PA98 |access-date=January 16, 2011}}</ref> and sold almost 100,000 coupes over five years.<ref>{{cite web|first=Craig |last=Bond |title=Matador Coupe History 1974–1978 |url= http://www.matadorcoupe.com/history.htm |access-date=January 16, 2011|archive-url= https://web.archive.org/web/20131017163907/http://www.matadorcoupe.com/history.htm |archive-date=October 17, 2013}}</ref> The Matador Coupe shared few components with the Matador sedan and station wagon other than suspension, drive train, some trim, and interior parts.

'''Metropolitan Buses'''

In 1974, American Motors's AM General subsidiary began building urban transit buses in cooperation with Flyer Industries of Winnipeg, Manitoba. A total of 5,431 ''Metropolitan'' buses, including 219 [[Engineering:Trolleybus|electric trolley bus]]es, were built before production ceased in 1979.<ref name="Stauss">{{cite book|last=Stauss |first=Ed |year=1988 | title=The Bus World Encyclopedia of Buses |pages=20–22, 116–117 |publisher=Stauss Publications |isbn=978-0-9619830-0-0}}</ref> Production of diesel buses had ceased in 1978,<ref>{{cite web|url= http://www.omot.org/roster/buses/amg.html |title=Coach Manufacturer History – AM General|publisher=Ohio Museum of Transportation |date=August 13, 2004 |access-date=January 16, 2011 |archive-date=November 25, 2010|archive-url= https://web.archive.org/web/20101125225345/http://omot.org/roster/buses/amg.html |url-status=live}}</ref> with only trolley bus production taking place in 1979.

'''Pacer'''

The [[Engineering:AMC Pacer|AMC Pacer]], an innovative all-new model introduced in March 1975 and marketed as "the first wide small car", was a subcompact designed to provide the comfort of a full-sized car. Its pre-production development coincided with tightened U.S. Federal passenger emissions and auto safety regulations.

With the Arab Oil Embargo of 1973, General Motors aborted the Wankel rotary engine around which the Pacer had been designed, as its fuel consumption exceeded that of conventional engines with similar power. Therefore, American Motors's existing {{convert|258|and|232|CID|L|1|abbr=on}} AMC Straight-6 engines were used in the Pacer instead. The fuel economy was better than a rotary engine, but still relatively low in light of the new focus on energy efficiency. Also, as the Pacer shared few components other than the drivetrain with other American Motors cars, it was expensive to make and the cost increased when sales fell steeply after the first two years.{{original research inline|date=August 2016}}

Development and production costs for the Pacer and Matador Coupe drained capital that might otherwise have been invested in updating the more popular Hornet and Gremlin lines so that toward the end of the 1970s the company faced the growing energy crisis with aged products that were uncompetitive in hotly contested markets. However, "AMC used cars, as far back as 1967, had the advantage of good warranty coverage … so most owners were conscious of low-cost car maintenance … AMC units became some of the very best buys on the used car market" by 1975.<ref>{{cite magazine|title=Buying a Used Car |magazine=Kiplinger's Personal Finance |date=January 1975 |volume=29 |issue=1 |url= https://books.google.com/books?id=4wMEAAAAMBAJ&pg=PA27 |access-date=January 16, 2011 |page=27}}</ref>

The 1977 Gremlin had redesigned headlights, grille, rear hatch, and fascia. For economy in the fuel crisis, American Motors offered the car with a more fuel-efficient [[Company:Volkswagen|Volkswagen]]-designed [[Company:Audi|Audi]] 4-cylinder engine {{convert|2.0|L|cuin|0|abbr=on}}. The engine was expensive for American Motors to build and the Gremlin retained the less costly but also less economical {{convert|232|CID|L|1|abbr=on}} as standard equipment.

The [[Engineering:AMC AMX|AMX]] nameplate was revived in 1977. It was a sporty appearance package on the [[Engineering:AMC Hornet|Hornet]] [[Engineering:Hatchback|hatchback]] featuring upgrades, as well as the {{convert|258|CID|L|1|abbr=on}} inline six as standard with a choice of three-speed automatic or four-speed manual transmissions.<ref>{{cite magazine|first=Jim |last=Dunne |title=AMC for '77 |magazine=Popular Science |date=October 1976 |volume=209 |issue=4 |pages=129, 184 |url= https://books.google.com/books?id=HwEAAAAAMBAJ&pg=PA129 |access-date=January 16, 2011}}</ref> The {{convert|304|CID|L|1|abbr=on}} V8 engine was optional with the automatic transmission.

As all Matadors now received standard equipment that was formerly optional (e.g. power steering, automatic transmission), the "Brougham" package was dropped. Optional on the Matador coupe was a landau vinyl roof with opera windows, and top-line Barcelonas offered new two-tone paint.

'''Concord'''

For the 1978 model year, the Hornet [[Engineering:Automobile platform|platform]] was redesigned with an adaptation of the new Gremlin front-end design and renamed [[Engineering:AMC Concord|AMC Concord]]. American Motors targeted it at the emerging "premium compact" market segment, paying particular attention to ride and handling, standard equipment, trim, and interior luxury.<ref>{{cite magazine|first=Rich |last=Ceppos|title=AMC for '78 – a V-8 for the Pacer, and now there's Concord |magazine=Popular Science |page=98 |date=October 1977 |volume=211 |issue=4 |url= https://books.google.com/books?id=bQEAAAAAMBAJ&pg=PA98|access-date=January 16, 2011}}</ref>

Gremlins borrowed the Concord instrument panel, as well as a Hornet AMX-inspired GT sports appearance package and a new striping treatment for X models.

The AMC Pacer hood was modified to clear a V8 engine, and a Sports package replaced the former X package. With falling sales of Matador Coupes, sedans, and wagons, their {{convert|304|CID|L|1|abbr=on}} V8 engine was dropped, leaving only the {{convert|258|CID|L|1|abbr=on}} Inline-6 (standard on coupes and sedans) and the {{convert|360|CID|L|1|abbr=on}} V8 (optional on coupes and sedans, standard on wagons). The two-tone Barcelona luxury package was offered on Matador sedans, and two-tone red paint was introduced as an additional Barcelona option. Matador production ceased at the end of the model year with total sales of 10,576 units. The Matador was no longer attractive as automakers struggled to overcome economic woes, including continuing fuel price increases and double-digit U. S. inflation.<ref>{{cite web |first=Thomas J. |last=Sugrue |title=From Motor City to Motor Metropolis: How the Automobile Industry Reshaped Urban America |url= http://www.autolife.umd.umich.edu/Race/R_Overview/R_Overview5.htm |publisher=Automobile in American Life and Society |year=2004 |access-date=January 16, 2011 |archive-date=March 12, 2012 |archive-url= https://web.archive.org/web/20120312223811/http://www.autolife.umd.umich.edu/Race/R_Overview/R_Overview5.htm |url-status=live }}</ref>

'''Spirit'''

In 1979, the [[Engineering:AMC Spirit|Spirit]] sedan replaced the Gremlin. A new fastback version of the car, the Spirit [[Engineering:Liftback|Liftback]], proved successful.

In December, Pacer production ceased after a small run of 1980 models was built to use up parts stock.

Concords received a new front-end treatment, and in their final season, hatchbacks became available in DL trim. On May 1, 1979, American Motors marked the 25th anniversary of the Nash-Hudson merger with "Silver Anniversary" editions of the AMC Concord and Jeep CJ in two-tone silver (Jeeps then accounted for around 50 percent of the company's sales and most of their profits), and introduced the LeCar, a U.S. version of the small, fuel-efficient [[Engineering:Renault 5|Renault 5]], in dealer showrooms.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,948087,00.html |archive-url= https://web.archive.org/web/20101014125733/http://www.time.com/time/magazine/article/0,9171,948087,00.html |archive-date= October 14, 2010 |url-access=subscription|title=AMC Liaison|magazine=Time|date=April 10, 1978|access-date=July 29, 2010}}</ref>

Concord and Spirit models were dropped after 1983.

<gallery widths="200px" heights="155px">
File:Jeep Cherokee SJ Chief S f.jpg|Jeep Cherokee (SJ) Chief S
File:1972 AMC Gremlin X green 5-litre V8 Nashville.jpg|1972 Gremlin X
File:1975 AMC Matador base sedan in Fawn Beige 03.jpg|1975 second-generation Matador sedan
File:1971 AMC Ambassador 2-door hardtop (26912016752).jpg|1971 Ambassador hardtop with "Brougham" trim
File:Matador1.JPG|1974 Matador X Coupe
File:Portland AM General bus in 1984.jpg|AM General transit bus
File:1975 AMC Pacer base model frontrightside.jpg|1975 AMC Pacer
File:1976 AMC Hornet Sportabout.jpg|1976 Hornet Sportabout
File:1979 AMC Concord two-door sedan at 2015 AMO meet-04.jpg|1979 Concord 2-Door Sedan
File:1979 AMC Spirit GT V8 Russet FR.jpg|1979 Spirit GT
</gallery>

== Financial developments, Renault partnership ==

=== Late 1970s ===
[[File:1978 AMC Concord DL 4-door sedan beige.jpg|thumb|right|1978 AMC Concord]]
[[File:1979 AMC Spirit liftback light blue NC-r.jpg|thumb|right|AMC Spirit liftback]]
[[File:1981 AMC Concord 4-door beige PAfr.jpg|thumb|right|1981 AMC Concord]]
[[File:Jeep Grand Wagoneer white NC f.jpg|thumb|right|Jeep Grand Wagoneer]]

In February 1977, ''Time'' magazine reported that although American Motors had lost $73.8&nbsp;million in the previous two fiscal years, U.S. banks had agreed to a year's extension for a $72.5&nbsp;million credit that had expired in January, that stockholders had received no dividends since 1974, and that Pacer sales did not match expectations. However, Time noted record Jeep sales and a backlog of orders for AM General's buses.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,914814-2,00.html |archive-url= https://web.archive.org/web/20100828111708/http://www.time.com/time/magazine/article/0,9171,914814-2,00.html |archive-date= August 28, 2010 |url-access=subscription |title=American Motors Hangs In There|magazine=Time|date=February 14, 1977|access-date=August 31, 2012}}</ref>

In July 1977, it was announced that the General Services Administration of the Federal U.S. government had awarded AMC a three-year contract worth $15 million to lease 5,838 cars. Since the beginning of the fiscal year on October 1, 1976, the GSA had purchased 8,700 cars from AMC for $30 million.<ref>{{cite web|title=Hotline News: Top News in Fleet and Leasing Large Lease Contract Goes to AMC |date=1 July 1977 |url= https://www.automotive-fleet.com/147091/hotline-news-top-news-in-fleet-and-leasing-2 |work=Automotive Fleet |access-date=15 November 2023}}</ref>

On October 21, 1977, Roy Chapin Jr. retired and Gerald C. Meyers became chairman and CEO.<ref name=ward/>

On March 31, 1978, American Motors and Renault announced a sweeping agreement for the joint manufacture and distribution of cars and trucks that would achieve benefits for both.<ref>{{cite news|first=Reginald|last=Stuart|title=Joint Manufacture Planned In Accord By A.M.C., Renault; Distribution Also Covered |url= https://www.nytimes.com/1978/04/01/archives/joint-manufacture-planned-in-accord-by-amc-renault-distribution.html |url-access=subscription |access-date=August 9, 2010 |newspaper=The New York Times |date=April 1, 1978 |page=27 |archive-date=June 11, 2019 |archive-url= https://web.archive.org/web/20190611045005/https://www.nytimes.com/1978/04/01/archives/joint-manufacture-planned-in-accord-by-amc-renault-distribution.html |url-status=live}}</ref> A month later, American Motors announced that it would halt the production of standard urban [[Engineering:Transit bus|transit bus]]es after about 4,300 were sold by its AM General subsidiary over a period of three years.<ref>{{cite news|title=A.M.C. to Halt Building Standard Transit Buses |url= https://www.nytimes.com/1978/06/01/archives/amc-to-halt-building-standard-transit-buses-4300-vehicles-sold-over.html |url-access=subscription |access-date=August 9, 2010 |newspaper=The New York Times |date=June 1, 1978 |page=D4 |archive-date=February 15, 2022 |archive-url= https://web.archive.org/web/20220215053425/https://www.nytimes.com/1978/06/01/archives/amc-to-halt-building-standard-transit-buses-4300-vehicles-sold-over.html |url-status=live}}</ref> In May 1978, the U.S. Environmental Protection Agency ordered the recall of all American Motors's 1976 cars (except those conforming to California emissions regulations) – some 270,000 vehicles— plus 40,000 1975 and 1976 Jeeps and mini trucks, for correction of a fault in the pollution control system. Total cost was estimated at up to $3&nbsp;million, or more than AMC had earned the previous quarter.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,919677,00.html |archive-url= https://web.archive.org/web/20080307194638/http://www.time.com/time/magazine/article/0,9171,919677,00.html |archive-date= March 7, 2008 |url-access=subscription |title=AMC's Almost Total Recall |magazine=Time |date=May 22, 1978|access-date=July 29, 2010}}</ref>

American Motors lost an estimated $65&nbsp;million on its conventional (non-Jeep) cars for the fiscal year that ended September 30, 1978, but strong Jeep sales helped the company to an overall $36.7&nbsp;million profit on sales of $2.6&nbsp;billion. However, American Motors faced costly engineering work to bring their Jeeps into compliance with a federal directive for all 4-wheel-drive vehicles to average {{convert|15|mpgus|L/100 km mpgimp|abbr=on}} by 1981.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,916539,00.html|archive-url= https://web.archive.org/web/20101014110944/http://www.time.com/time/magazine/article/0,9171,916539,00.html|archive-date= October 14, 2010|url-access=subscription|title=Money Machine|magazine=Time|date=December 18, 1978|access-date=July 29, 2010}}</ref>

A year later, with its share of the American market at 1.83%, the company struck a deal with Renault, the nationally owned French automaker. American Motors would receive a $150&nbsp;million cash injection, $50&nbsp;million in credits, and also the rights to start building the [[Engineering:Renault 5|Renault 5]] in 1982<ref name=accent>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,947525,00.html|archive-url= https://web.archive.org/web/20091026235427/http://www.time.com/time/magazine/article/0,9171,947525,00.html |archive-date= October 26, 2009 |url-access=subscription |title=French Accent |magazine=Time |date=October 22, 1979 |access-date=July 29, 2010}}</ref> (a deal for Renault products to be sold through the American Motors-Jeep dealer network had already been made in 1979).<ref>{{cite web |url= http://www.amxfiles.com/amc/part5.html|title=Endgame: Renault and Jeep |publisher=AMX-files |access-date=August 31, 2012 |archive-url= https://web.archive.org/web/20090525103845/http://www.amxfiles.com/amc/part5.html |archive-date=May 25, 2009}}</ref> In return, Renault acquired a 22.5% interest in American Motors.<ref name=accent/> This was not the first time the two companies had worked together. Lacking a prestige model line in the early 1960s, Renault assembled CKD kits and marketed Rambler cars in France.<ref>{{cite web |url= http://blog.doctissimo.fr/phedor/cimetiere-oubliees-rambler-2264660.html |title=Le Cimetiere Des Autos Oubloees: Renault Rambler (1962–67) |publisher=The graveyard of forgotten cars |language=fr |date=April 4, 2007 |access-date=August 31, 2012 |archive-url= https://web.archive.org/web/20150222211612/http://blog.doctissimo.fr/phedor/cimetiere-oubliees-rambler-2264660.html |archive-date=February 22, 2015}}</ref>

In 1979, American Motors announced a record $83.9&nbsp;million profit on sales of $3.1&nbsp;billion (US${{formatnum:{{Inflation|US|3100000000|1979}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}) for the fiscal year ending in September—this despite an economic downturn, soaring energy prices, rising American unemployment, automobile plants shutting down, and an American market trend towards imported cars.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,948805,00.html|archive-url= https://web.archive.org/web/20101015203415/http://www.time.com/time/magazine/article/0,9171,948805,00.html |archive-date= October 15, 2010 |url-access=subscription |title=AMC's Charge |magazine=Time |date=November 19, 1979 |access-date=July 29, 2010}}</ref>

===1980s===
In 1980, all American Motors cars received a new rust-proofing process called Ziebart Factory Rust Protection. This included aluminized trim screws, plastic inner fender liners, galvanized steel in every exterior body panel, and a deep-dip (up to the window line) bath in [[Chemistry:Epoxy|epoxy-based primer]]. American Motors backed up the rust protection program with a 5-year "No Rust Thru" component to its comprehensive "Buyer Protection Plan".

A drop in Jeep sales caused by the declining economy and soaring energy prices began to constrict American Motors' cash flow. At the same time, pressure increased on the company's non-Jeep product lines. The face-lifts and rebranding of American Motors' once-innovative and successful cars were not enough in a competitive landscape that had changed dramatically. No longer was the threat limited to the Big Three automakers ([[Company:General Motors|General Motors]], [[Company:Ford Motor Company|Ford]], and [[Company:Chrysler|Chrysler]]). The Japanese manufacturers ([[Company:Honda|Honda]], [[Company:Toyota|Toyota]], and [[Company:Nissan|Nissan]]) used streamlined production methods such as outsourcing and Just In Time (JIT) supply-chain management. They had new, highly efficient assembly plants in the United States. And now they targeted the heart of American Motors' passenger product line: small cars.

While Americans turned to the new imports in increasing numbers, American Motors continued its struggle at the inefficient and aging Kenosha, Wisconsin, facilities—the oldest continuously operating automobile plant in the world, where components and unfinished bodies still had to be transported across the city.

In early 1980, the banks refused American Motors further credit. Lacking both capital and resources for the new, truly modern products it needed to offer, the company turned to Renault for a $90&nbsp;million loan (US${{formatnum:{{Inflation|US|90000000|1980}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}).<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,924408-8,00.html|archive-url= https://web.archive.org/web/20071130033908/http://www.time.com/time/magazine/article/0,9171,924408-8,00.html|archive-date= November 30, 2007|url-access=subscription|title=Detroit's Uphill Battle |magazine=Time|date=September 8, 1980|access-date=July 29, 2010|first1=Alexander |last1=Taylor III |first2=Christopher |last2=Redman |first3=Barrett |last3=Seaman}}</ref> By September that year, American Motors's U.S. market share had fallen to 1.7%, and in November sales dropped 19.1%. American Motors warned stockholders that the company could be bankrupted if they did not approve a plan for Renault to acquire as much as 59% of the company.<ref>{{cite magazine |first1=Alexander |last1=Taylor |first2=Christopher |last2=Redman |url= http://www.time.com/time/magazine/article/0,9171,922223-2,00.html |archive-url= https://web.archive.org/web/20121105153045/http://www.time.com/time/magazine/article/0,9171,922223-2,00.html |archive-date=November 5, 2012 |url-access=subscription |title=Detroit's Road Is Still Rocky |magazine=Time|date=December 15, 1980 |access-date=July 29, 2010}}</ref> On December 16, 1980, American Motors shareholders "overwhelmingly approved making the French Government-owned Renault" their company's principal owner.<ref>{{cite news |first=Iver |last=Peterson |title=A.M.C. Raises Renault's Stake; A.M.C.-Renault Plan Set |url= https://www.nytimes.com/1980/12/17/archives/amc-raises-renaults-stake-amcrenault-plan-set.html |url-access=subscription |access-date=August 9, 2010 |newspaper=The New York Times |date=December 17, 1980 |page=D1 |archive-date=August 11, 2020 |archive-url= https://web.archive.org/web/20200811021323/https://www.nytimes.com/1980/12/17/archives/amc-raises-renaults-stake-amcrenault-plan-set.html |url-status=live }}</ref> Jean-Marc Lepeu, former corporate treasurer at Renault, became vice president for finance at American Motors. In September 1981, Jose Dedeurwaerder, a Renault veteran of 23 years, mainly in manufacturing, became American Motors' executive vice president for manufacturing.<ref>{{cite news |title=AT (Franco-)American Motors, Paris Takes the Wheel |first=James |last=Risen |date=Feb 7, 1982 |newspaper=The New York Times |url= https://www.nytimes.com/1982/02/07/business/at-franco-american-motors-paris-takes-the-wheel.html?searchResultPosition=68 |access-date=November 4, 2019 |archive-date=February 15, 2022 |archive-url= https://web.archive.org/web/20220215001659/https://www.nytimes.com/1982/02/07/business/at-franco-american-motors-paris-takes-the-wheel.html?searchResultPosition=68 |url-status=live }}</ref>

In January 1982, the company's president W. Paul Tippett Jr. replaced Gerald C. Meyers as chairman and CEO, and Dedeurwaerder moved up to be president.<ref>{{cite magazine |url= http://content.time.com/time/magazine/article/0,9171,921599,00.html|url-access=subscription|first=John S. |last=Demott |title=On the Comeback Trail |magazine=Time |date=March 12, 1984 |access-date=August 20, 2019}}</ref> By this time Renault owned 46% of American Motors. Dedeurwaerder brought a broad perspective at this critical time: he is credited with streamlining many of American Motors' arcane management techniques. He also instituted important improvements in plant layouts, as well as in cost and quality control.<ref>{{cite book|editor-last=Derdak |editor-first=Thomas |title=International Directory of Company History, Volume 1 |publisher=St. James Press |year=1988 |page=[https://archive.org/details/internationaldir0001unse/page/136 136] |isbn=978-0-912289-10-6 |url= https://archive.org/details/internationaldir0001unse/page/136}}</ref>

Renault, having increased its stake in the company several times to keep it solvent, eventually owned 49% in 1983. This development is viewed by some as ending American Motors' run as a truly American car company.

New ownership and new management heralded a new product venture for American Motors: a line of modern [[Engineering:Front-wheel drive|front-wheel drive]] cars, designed by Renault, to be produced at Kenosha.

== 1980s product developments ==

=== AMC Eagle ===
[[File:AMC Eagle wagon.jpg|right|thumb|1981 AMC Eagle Wagon]]

In August 1979, for the 1980 model year, American Motors introduced four-wheel-drive versions of the [[Engineering:AMC Spirit|Spirit]] and [[Engineering:AMC Concord|Concord]], calling the collective line the [[Engineering:AMC Eagle|AMC Eagle]]. Eagles rapidly became one of the company's best-known products and are considered one of the first "crossover SUVs".<ref>{{cite web |last1=Gold |first1=Aaron |title=AMC Eagle: No, Seriously, This Was the First Crossover SUV |url= https://www.autotrader.com/car-news/amc-eagle-no-seriously-was-first-crossover-suv-265257 |work=Autotrader |date=8 May 2017 |access-date=10 October 2022 |archive-date=October 10, 2022 |archive-url= https://web.archive.org/web/20221010024251/https://www.autotrader.com/car-news/amc-eagle-no-seriously-was-first-crossover-suv-265257 |url-status=live }}</ref><ref>{{cite web |last1=Hunting |first1=Benjamin |title=The AMC Eagle Invented the Crossover 20 Years Too Soon |url= https://www.insidehook.com/article/vehicles/amc-eagle-invented-crossover-too-soon |work=InsideHook |date=22 November 2021 |access-date=10 October 2022 |archive-date=October 10, 2022 |archive-url= https://web.archive.org/web/20221010024252/https://www.insidehook.com/article/vehicles/amc-eagle-invented-crossover-too-soon |url-status=live }}</ref> Eagles used the 2-wheel drive body shells mounted on an all-new platform developed by American Motors in the late 1970s. Featuring an innovative full-time four-wheel-drive system, it sold best in snow-prone areas. Sales started strongly but declined over time. While the two-wheel drive Spirit and Concord were both discontinued after 1983 as the company concentrated on its new [[Engineering:Renault Alliance|Renault Alliance]], the Eagle survived for five years longer, albeit only in station wagon form, into the 1988 model year. This meant the four-wheel-drive Eagle was the lone representative of the American Motors brand from 1984 until the 1988 model year. All the company's remaining output was branded Renault or Jeep. The last AMC Eagle was built on December 14, 1987.

=== Renault Alliance, Encore, and GTA ===
[[File:Alliance retrav.jpg|thumb|right|The Renault Alliance, based on the Renault 9, was built by American Motors Corporation from 1983 until 1987.]]

The Renault Alliance was the first joint product of the American Motors-Renault partnership. Introduced in 1983, the Alliance was a front-wheel-drive Renault 9 compact car slightly restyled for the American market by Dick Teague, mostly to comply with American safety standards, and produced by American Motors at Kenosha. The car was badged as a Renault and some cars also carried American Motors badges. It was available as a sedan with two or four doors and later as a convertible. The [[Engineering:Hatchback|hatchback]], introduced in 1984 and badged as the [[Engineering:Renault Encore|Renault Encore]], was the same as the European Renault 11 model. For the final 1987 model year, a higher-performance version of the Alliance 2-door sedan and the convertible was sold as the Renault GTA.<ref>{{cite web |url= https://www.hemmings.com/stories/2015/09/29/the-one-to-watch-1987-renault-gta-brochure |title=The One To Watch: 1987 Renault GTA brochure |first=Mark J. |last=McCourt |date=September 29, 2015 |website=hemmings.com |access-date=March 29, 2023 |archive-date=March 29, 2023 |archive-url= https://web.archive.org/web/20230329212646/https://www.hemmings.com/stories/2015/09/29/the-one-to-watch-1987-renault-gta-brochure |url-status=live }}</ref> This version had a Renault two-liter engine that was exclusive to it and not shared with the European Renault 9 and 11 models.

The new model, introduced at a time of increased interest in small cars, won several awards, including Motor Trend Car of the Year. ''Motor Trend'' declared: "The Alliance may well be the best-assembled first-year car we've ever seen. Way to go Renault!" The Alliance was listed as number one on ''Car and Driver's'' list of ten best cars for 1983.<ref>{{cite magazine|title=1983 10 Best Cars: AMC/Renault Alliance – An Alliance Builds an Alliance |magazine=Car and Driver |date=January 1983 |volume=28 |issue=7 |url= http://www.caranddriver.com/features/archive/1983_10best_cars-10best_cars/an_alliance_builds_an_alliance_page_2 |access-date=November 24, 2010 |archive-url= https://web.archive.org/web/20100917091637/http://www.caranddriver.com/features/archive/1983_10best_cars-10best_cars/an_alliance_builds_an_alliance_page_2 |archive-date=September 17, 2010}}</ref> The positive reception and sales of 200,000 Alliances by 1984 was hindered by the availability of only two body styles. The Alliance was a European-designed car and not fully suited to U.S. market demands. The distribution network was also not well supported, which led to the lower quality delivered by dealerships with "disastrous consequences" for the image of the automobiles, as well as high warranty costs because of quality failings which greatly impacted sales from 1985 to the end of production in 1987.<ref name="foreign">{{cite book|first1=Geoffrey |last1=Jones |first2=Lina |last2=Gálvez-Muñoz |title=Foreign multinationals in the United States: management and performance |chapter=6 |year=2001 |publisher=Taylor & Francis |isbn=978-0-415-25055-9 |pages=110–112 |chapter-url= https://books.google.com/books?id=AnsvkPyJPiAC&q=Renault+Alliance&pg=PA110 |access-date=November 24, 2010}}</ref>

The Encore models were renamed Alliance Hatchback in 1987. Alliance and GTA production ended in June of that year, while the Renault 9 and 11 models continued through the 1988 model year in Europe, being replaced by the all-new Renault 19.

=== Jeeps ===
[[File:Jeep Cherokee XJ 4D Laredo burgundy SOP rr.jpg|thumb|right|Jeep Cherokee Laredo]]
[[File:Jeep Comanche Pioneer white MD r.jpg|thumb|right|Jeep Comanche Pioneer]]
More beneficial to American Motors' future was the introduction of an all-new line of compact [[Engineering:Jeep Cherokee (XJ)|Jeep Cherokee]] and [[Engineering:Jeep Wagoneer|Wagoneer]] models in the autumn of 1983 for the 1984 model year. Renault's François Castaing, head of AMC's product development team, designed the new Jeep platform with styling by Dick Teague. Renault was interested in selling the Cherokee in Europe, but to meet European expectations the vehicle needed to be lighter and more fuel-efficient. The new XJ was only 3,100 lbs, helped by its unibody construction and lighter seats taken from the [[Engineering:Renault 9 and 11|Renault 9 and 11]] and new [[Engineering:Renault Alliance|Renault Alliance]].
 
"The new XJ Jeep ... was 1,200 pounds lighter, 31 inches shorter, six inches narrower, and four inches lower than the Cherokee SJ it replaced, and yet — thanks to unibody construction — the XJ kept 90 percent of its predecessor's interior volume." And, not only was fuel economy much improved, but "articulation is also better, as is ground clearance, as well as approach, departure, and break-over angles. These, along with its smaller profile, make the XJ better both off-road and on."<ref>{{cite web |last=Tracy |first=David |title=It's Incredible How Big of a Quantum Leap the Jeep Cherokee XJ Was over Its SJ Predecessor |date=May 29, 2018 |url= https://jalopnik.com/its-incredible-how-big-of-a-quantum-leap-the-jeep-chero-1826390951 |work=Jalopnik |access-date=March 29, 2023 |archive-date=April 5, 2023 |archive-url= https://web.archive.org/web/20230405094941/https://jalopnik.com/its-incredible-how-big-of-a-quantum-leap-the-jeep-chero-1826390951 |url-status=live }}</ref>

AMC's initial forecasts of 40,000 Cherokee and Wagoneer sales were shattered with sales amounting to 75,000 in their first year. The three leading off-roading magazines, ''Petersen's 4-Wheel & Off-Road'', ''Four Wheeler'', and ''Off-Road'' each named the new Jeep Cherokee as the "4x4 of the year."<ref>{{cite web|title=The Renault Connection |date=May 1, 1985 |url= https://www.automotive-fleet.com/147556/the-renault-connection |work=Automotive Fleet |access-date=15 November 2023}}</ref> The popularity of these downsized Jeeps pioneered a new market segment for what later became defined as the [[Engineering:Sport utility vehicle|sport utility vehicle]] (SUV). They initially used the American Motors 150 C.I.D. ({{cvt|2.5|L|cuin|disp=or}}) OHV four-cylinder engine with a [[Engineering:Carburetor|carburetor]], and a General Motors-built {{convert|2.8|L|cuin|0|abbr=on}} carbureted V6 was optional. In 1986, throttle-body injection replaced the carburetor on the 2.5&nbsp;L I4 engines. A Renault {{convert|2.1|L|cuin|0|abbr=on}} Turbo-Diesel I4 diesel was also offered. Starting with the 1987 models, a {{convert|4.0|L|cuin|0|abbr=on}} I6 engine, derived from the older {{convert|258|CID|L|abbr=on}} I6 with a new head design and an electronic [[Engineering:Fuel injection|fuel injection]] system, replaced the [[Outsourcing|outsourced]] V6. American Motors' "new" engine was designed with help from Renault and incorporated Renault-Bendix ([[Engineering:Renix|Renix]]) parts for fuel and ignition management. The 4.0 developed an outstanding reputation for reliability and toughness. Retained by Chrysler after the buyout, the design continued to be improved and refined until its discontinuation at the end of the 2006 model year. The 4.0 engine saw extensive application in XJ Cherokees and Wagoneers, Grand Cherokees, and Wranglers, and many of those engines saw (or are seeing) extremely long lives, quite a few exceeding {{convert|300000|mi|km|abbr=on}}. The XJ Cherokee itself was built by Chrysler until the end of the 2001 model year in the U.S. and until 2005 in China.

Three other designs continued to be used after the Chrysler buyout: the Grand Wagoneer full-size luxury SUV, the full-sized J-series pickups (built on the same chassis as the earlier SJ model Wagoneers and Cherokees that dated from 1963 with the AMC {{convert|360|CID|L|1|abbr=on}} V8), and the [[Engineering:Jeep Comanche|Jeep Comanche]] (MJ) compact pickup, which debuted in 1986. Unlike most sport-utility vehicles that are based on adapted pickup truck designs, the Cherokee XJ SUV came first and the Comanche was designed as a later pickup truck version.

Production of the full-sized pickups ceased after 1987. The Grand Wagoneer and 360 V8 engine were dropped after 1991 (the last American-made vehicle whose engine used a [[Engineering:Carburetor|carburetor]] for fuel delivery), and the Comanche bowed after 1992.

== 1985 and the final buyout ==

=== Marketplace and management changes ===
There were significant changes in 1985 as the market moved away from American Motors' small models. With fuel relatively cheap again, buyers turned to larger and more powerful automobiles, and American Motors was unprepared for this development. Even the venerable Jeep CJ-5 was dropped after a ''60 Minutes'' TV news magazine staged exposé of rollover tendencies under extreme conditions. American Motors also confronted an angry workforce. Labor was taking revenge, and reports circulated about the sabotage of vehicles on the assembly lines because of the failure to receive promised wage increases{{citation needed|date=April 2019}}. There were rumors that the aging Kenosha plant was to be shut down. At the same time, Chrysler was having trouble meeting the demand for its M-body rear-drive models ([[Engineering:Dodge Diplomat|Dodge Diplomat]], [[Engineering:Plymouth Gran Fury|Plymouth Gran Fury]] and [[Engineering:Chrysler Fifth Avenue|Chrysler Fifth Avenue]]). Because they were assembled using the old "gate and buck system" and the tooling could be easily moved, Chrysler could supply the components and control the quality, while American Motors assembled the car. Therefore, Lee Iacocca and Joseph E. Cappy reached an agreement to use some of American Motors' idle plant capacity in Kenosha.<ref name=sharf>{{cite magazine |url= http://wardsautoworld.com/ar/auto_lee_iacocca_knew/index.html |first=Stephan |last=Sharf |title=Lee Iacocca as I knew him; he was certainly the right man at the right time. |magazine=Ward's AutoWorld|date=May 1, 1996 |access-date=August 31, 2012 |archive-url= https://web.archive.org/web/20110728081658/http://wardsautoworld.com/ar/auto_lee_iacocca_knew/index.html |archive-date=July 28, 2011 }}</ref>

At the beginning of 1985, Renault's chairman in France, Bernard Hanon, was fired in a shake-up triggered by huge losses. Renault had lost its number one position in Europe, a position it had held from 1980 until 1983. The company had been losing money since 1981 and had fallen to sixth place, behind Ford, Fiat, Volkswagen, Peugeot, and General Motors. Strikes plagued Renault at the end of 1984 and the French government introduced price controls that severely cut the profit margins on cars sold in France, Renault's most important market. In addition to Renault's domestic losses, the company had already invested $545 million in AMC. Hanon was replaced by Georges Besse, ex-president of Produits Chimiques Ugine Kuhlmann in France.

In April 1985, AMC Chairman W. Paul Tippett resigned to become president of a textile company. In December 1985, Jose J. Dedeurwaerder, who had been president since 1982 and CEO since September 1984, became chairman of the executive committee while continuing as president and chief executive officer. Joe Cappy was moved up from executive vice president to chief operating officer and Tippet's position was filled by an ex-Renault vice president, Pierre Semerena.<ref>{{cite news |title=A.M. names new chairman |date=December 14, 1985 |url= https://www.nytimes.com/1985/12/14/business/am-names-new-chairman.html |newspaper=The New York Times |access-date=August 9, 2021 |archive-date=August 6, 2021 |archive-url= https://web.archive.org/web/20210806044904/https://www.nytimes.com/1985/12/14/business/am-names-new-chairman.html |url-status=live }}</ref>

Semerena made his managerial reputation as a no-nonsense cost cutter. The new management responded with tactical moves by selling the lawn care [[Company:Wheel Horse|Wheel Horse]] Products Division and signing an agreement to build Jeeps in the People's Republic of China. The Pentagon had problems with [[Company:AM General|AM General]], a significant defense contractor, being managed by a partially French-government-owned firm. The U.S. government would not allow a foreign government to own a significant portion of an important defense supplier.<ref>{{cite book |first1=Byron |last1=Olsen |first2=Barney |last2=Olsen |first3=Joseph |last3=Cabadas |title=The American Auto Factory |year=2002 |publisher=MotorBooks International |isbn=978-0-7603-1059-5 |url= https://books.google.com/books?id=iZJzb91qsE4C&pg=PA127 |access-date=November 24, 2010 |page=127}}</ref> As a result, the profitable AM General Division was sold to [[Company:Ling-Temco-Vought|LTV Corporation]].<ref>{{cite news |title=AM General sale to LTV agreed on |date=July 26, 1983 |url= https://www.nytimes.com/1983/07/26/business/am-general-sale-to-ltv-agreed-on.html |newspaper=The New York Times |access-date=April 4, 2023 |archive-date=May 24, 2015 |archive-url= https://web.archive.org/web/20150524142619/http://www.nytimes.com/1983/07/26/business/am-general-sale-to-ltv-agreed-on.html |url-status=live }}</ref> Another milestone was the departure of Dick Teague; American Motors' design vice president for 26 years, he was responsible for many Jeep and AMC designs, including the Rambler American, Javelin, Hornet, Gremlin, Pacer, and Matador coupe.

=== Problems at Renault and assassination ===
In France, Renault continued to experience financial trouble. The investment in American Motors (including the construction of a new Canadian assembly plant in Brampton, Ontario) forced cuts at home, resulting in the closure of several French plants and mass [[Finance:Layoff|layoff]]s. Renault was down to just three alternatives regarding its American holdings: (1) it could declare American Motors officially bankrupt, thereby losing its investment, (2) it could come up with more money, but Renault management perceived American Motors as a bottomless pit, or (3) American Motors could be put up for sale and the French company could get back part of its investment. At the same time, Renault's new chairman, Georges Besse, continued to champion the French firm's future in the North American market, pointing to the company's completion of the newest and most advanced automotive assembly plant in North America, then known as Bramalea Assembly, as well as the recent introduction of the thoroughly modern, fuel-injected 4.0&nbsp;L and 2.5&nbsp;L engines. In addition, Jeep vehicles were riding an unprecedented surge in demand. It seemed to Besse and others that American Motors was on course for profitability.

However, on November 17, 1986, Besse, who had a high profile among French capitalists, was assassinated by a member of a French clandestine far-left extremist group, Action Directe.<ref>{{cite encyclopedia |url= https://www.britannica.com/topic/Direct-Action |encyclopedia=Encyclopædia Britannica|title=Direct Action |publisher=Encyclopædia Britannica Online |date=February 20, 2008 |access-date=September 14, 2020}}</ref> AMC's plans to reinvigorate sales with higher-priced Renaults continued for a little longer, with the plan being a three-pronged lineup beginning with the mid-sized [[Engineering:Eagle Medallion|Medallion]], the larger [[Engineering:Eagle Premier|Premier]] above it, and the sporty Renault Alpine providing a halo car.<ref name=Wards87>{{cite book | ref = WYB87 |title=Ward's Automotive Yearbook 1987 |publisher=Ward's Communications |location=Detroit, MI |editor-last=Stark |editor-first=Harry A. |volume=49 |date=1987 |page=178 |isbn=((0-910589-00-7))}}</ref><!-- This invalid ISBN is indeed printed (twice) in the book. It seems that they obtained a valid ISBN for Ward's Automotive Yearbook 1983, 0-910589-00-3, and then just incremented that in the following years, resulting in invalid ISBNs. You can see the printed ISBNs here:
1983: https://books.google.de/books?redir_esc=y&id=Gdy1AAAAIAAJ&focus=searchwithinvolume&q=ISBN
1984: https://books.google.de/books?redir_esc=y&id=IOO1AAAAIAAJ&focus=searchwithinvolume&q=ISBN
1985: https://books.google.de/books?redir_esc=y&id=t4lTAAAAMAAJ&focus=searchwithinvolume&q=ISBN
1986: https://books.google.de/books?redir_esc=y&id=p8q1AAAAIAAJ&focus=searchwithinvolume&q=ISBN
1987: https://books.google.de/books?redir_esc=y&id=TXlaAAAAYAAJ&focus=searchwithinvolume&q=ISBN
--> The Medallion and the Premier both did go on sale, but the Alpine never made its planned mid-1987 rollout.

=== Chrysler purchases American Motors stock ===
Under pressure from Renault executives following Besse's death, Renault's new president, Raymond Levy, set out to repair employee relations and [[Finance:Divestment|divest]] the company of its investment in American Motors. Renault owned 46.1% of American Motors' outstanding shares of stock. In 1986, American Motors lost $91.3 million.<ref name=holusha>{{cite news |first=John |last=Holusha |title=Chrysler is Buying American Motors; Cost is $1.5&nbsp;billion |url= https://www.nytimes.com/1987/03/10/business/chrysler-is-buying-american-motors-cost-is-1.5-billion.html |url-access=subscription |access-date=August 7, 2010 |newspaper=The New York Times |date=March 10, 1987 |archive-date=August 15, 2018 |archive-url= https://web.archive.org/web/20180815165532/https://www.nytimes.com/1987/03/10/business/chrysler-is-buying-american-motors-cost-is-1.5-billion.html |url-status=live }}</ref>

The earlier agreement between Chrysler and American Motors in 1985, under which American Motors would produce [[Engineering:Chrysler M platform|M-body chassis]] rear-drive large cars for five years from mid-1986 through 1990, fed the rumor that Chrysler was about to buy AMC. According to the head of manufacturing for Chrysler at the time, Stephan Sharf, the existing relationship with American Motors producing a car for a competitor facilitated the negotiations.<ref name=sharf/>

[[File:1st Jeep Grand Cherokee .jpg|thumb|The Jeep Grand Cherokee was the driving force behind Chrysler's buyout of American Motors; Lee Iacocca wanted the design. Chrysler completed development and released it to the public in late 1992, and continues to use the nameplate today.]]

On March 9, 1987, Chrysler agreed to buy Renault's share in American Motors, plus all the remaining shares, for about {{wipe|United States dollar}}1.5&nbsp;billion (${{formatnum:{{Inflation|US|1500000000|1987}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}).<ref name=holusha/><ref name=cannpl>{{cite news |url= https://news.google.com/newspapers?id=A0BPAAAAIBAJ&pg=6239%2C2741774 |work=Toledo Blade |location=(Ohio) |agency=Associated Press |title=Chrysler announces plans to purchase AM as subsidiary |date=March 9, 1987 |page=1 |access-date=September 21, 2020 |archive-date=February 15, 2022 |archive-url= https://web.archive.org/web/20220215100052/https://news.google.com/newspapers?id=A0BPAAAAIBAJ&pg=6239%2C2741774 |url-status=live }}</ref><ref name=bbupdl>{{cite news |url= https://news.google.com/newspapers?id=g05TAAAAIBAJ&pg=4227%2C6179679 |work=The Bulletin |location=Bend, Oregon |agency=UPI |title=Chrysler sets AMC deal |date=March 9, 1987 |page=A1 |access-date=September 21, 2020 |archive-date=October 11, 2021 |archive-url=https://web.archive.org/web/20211011055926/https://news.google.com/newspapers?id=g05TAAAAIBAJ&pg=4227%2C6179679 |url-status=live }}</ref><ref name=rlvbo>{{cite news |url=https://news.google.com/newspapers?id=le5VAAAAIBAJ&pg=3256%2C2111076 |work=Eugene Register-Guard |location=Oregon |agency=Washington Post |title=Chrysler plans to buy out rival |date=March 10, 1987 |page=1A |access-date=September 21, 2020 |archive-date=February 15, 2022 |archive-url=https://web.archive.org/web/20220215000526/https://news.google.com/newspapers?id=le5VAAAAIBAJ&pg=3256%2C2111076 |url-status=live }}</ref><ref name=wmsnytes>{{cite news |url=https://news.google.com/newspapers?id=CeEyAAAAIBAJ&pg=3500%2C4320252 |work=Wilmington Morning Star |location=North Carolina |agency=(''New York Times'' News Service) |title=Chrysler agrees to buy out struggling American Motors |date=March 10, 1987 |page=1A |access-date=September 21, 2020 |archive-date=August 27, 2021 |archive-url=https://web.archive.org/web/20210827004835/https://news.google.com/newspapers?id=CeEyAAAAIBAJ&pg=3500%2C4320252 |url-status=live }}</ref><ref name=ctbaa>{{cite news |url=https://news.google.com/newspapers?id=cagpAAAAIBAJ&pg=7299%2C5148234 |work=Spokesman-Review |location=(Spokane, Washington) |agency=Associated Press |title=Chrysler to buy ailing AMC |date=March 10, 1987 |page=A1 |access-date=September 21, 2020 |archive-date=February 15, 2022 |archive-url=https://web.archive.org/web/20220215033933/https://news.google.com/newspapers?id=cagpAAAAIBAJ&pg=7299%2C5148234 |url-status=live }}</ref> 
Chrysler made no secret that they were only interested in AMC for Jeep, AMC's new assembly plant in Canada, and AMC's network of 1,300 dealerships nationwide. Chrysler president Lee Iacocca was quoted in the March 10, 1987 LA Times as saying:

{{blockquote|For Chrysler, the attractions are Jeep, the best-known automotive brand name in the world; a new . . . assembly plant at Bramalea, Canada, and a third distribution system giving us access to a larger market.<ref>{{cite news |title=Chrysler Plans to Buy AMC for $757 Million: Reaches Accord on Purchasing Renault's 46.1% Interest; Wants Jeep, Assembly Plants, Dealers |first=James |last=Risen |date=March 10, 1987 |url=https://www.latimes.com/archives/la-xpm-1987-03-10-mn-5919-story.html |newspaper=Los Angeles Times |access-date=August 6, 2021 |archive-date=August 6, 2021 |archive-url=https://web.archive.org/web/20210806022157/https://www.latimes.com/archives/la-xpm-1987-03-10-mn-5919-story.html |url-status=live }}</ref>}}

With the sale complete, American Motors became the Jeep-Eagle division of Chrysler.<ref name=aappbuo>{{cite news |url=https://news.google.com/newspapers?id=4e5VAAAAIBAJ&pg=5673%2C1355597 |newspaper=Eugene Register-Guard |location=Oregon |agency=Associated Press |title=AMC approves Chrysler buyout |date=August 6, 1987 |page=2E |access-date=September 21, 2020 |archive-date=August 28, 2021 |archive-url=https://web.archive.org/web/20210828004403/https://news.google.com/newspapers?id=4e5VAAAAIBAJ&pg=5673%2C1355597 |url-status=live }}</ref><ref name=wmsctov>{{cite news |url=https://news.google.com/newspapers?id=vLkyAAAAIBAJ&pg=3703%2C2330843 |work=Wilmington Morning Star |location=North Carolina |agency=New York Times News Service |title=Chrysler completes $1.5 billion AMC takeover |date=August 6, 1987 |page=6B |access-date=September 21, 2020 |archive-date=June 13, 2021 |archive-url=https://web.archive.org/web/20210613183934/https://news.google.com/newspapers?id=vLkyAAAAIBAJ&pg=3703%2C2330843 |url-status=live }}</ref>

The sale came at a time when the automotive press was enthusiastic about the proposed 1988 lineup of Renault, Eagle, and Jeep vehicles, as well as reports that the financial outlook for the small automaker was improving. American Motors' quarterly results for all of 1987 were positive, Chrysler purchased American Motors at a time when the company appeared to be in a very good financial position with its new product line.<ref name=holusha/>

It was the Jeep brand that Chrysler CEO Lee Iacocca really wanted – in particular the ZJ [[Engineering:Jeep Grand Cherokee|Grand Cherokee]], then under development by Jeep engineers, which ultimately proved highly profitable for Chrysler (the nameplate remains in production today). However, the buyout included other attractive deal sweeteners for Chrysler. Among them was the world-class, brand-new manufacturing plant in Bramalea, Ontario, which offered Iacocca an unprecedented opportunity to increase his company's [[Finance:Capacity utilization|production capacity]] at a fire-sale price. American Motors had designed and built the plant in anticipation of building the [[Engineering:Renault 25|Renault 25]]-based [[Engineering:Eagle Premier|Eagle Premier]]. Additional profitable acquisitions were the American Motors dealer network (the addition of which strengthened Chrysler's retail distribution – many American Motors dealers switched to selling Chrysler products), and American Motors' underrated organization and management talent – which Chrysler quickly assimilated (numerous leading Chrysler engineers and executives were ex-American Motors).<ref>{{cite magazine |url= http://wardsautoworld.com/ar/auto_daimlerchrysler_ifs/index.html |title=DaimlerChrysler: The 'What Ifs?' |magazine=Ward's AutoWorld |date=June 1, 1998 |access-date=August 31, 2012 |archive-url= https://web.archive.org/web/20110728081757/http://wardsautoworld.com/ar/auto_daimlerchrysler_ifs/index.html |archive-date=July 28, 2011 }}</ref> American Motors was renamed Jeep Eagle Corporation (a Chrysler subsidiary) on August 25, 1988, and was fully merged as of March 29, 1990.<ref name=cofs.lara.state.mi.us/>

==Leadership==
=== 1954: George W. Mason ===

The 1954 merger of Nash-Kelvinator Corporation and [[Company:Hudson Motor Car Company|Hudson Motor Car Company]] that established American Motors was led by Nash-Kelvinator president George W. Mason to reap benefits from the strengths of the two firms to battle the much larger "Big Three" automakers ([[Company:General Motors|General Motors]], [[Company:Ford Motor Company|Ford]], and [[Company:Chrysler|Chrysler]]). The merger was originally intended to be a three-way merger, with Packard being the number three. Mason had first discussed the possibility of a merger with Packard president James J. Nance in the late 1940s. Nance insisted that if Packard were to join, then he would have to be the CEO of the new company. Mason fully intended to lead the new company, thus the deal did not go through.<ref>{{cite web |url=https://www.allpar.com/amc/ |title=The Spirit Is Still Alive: American Motors Corporation 1954–1987 |website=allpar.com |first=Chad |last=Quella |access-date=August 20, 2019 |archive-date=July 18, 2019 |archive-url=https://web.archive.org/web/20190718111945/https://www.allpar.com/amc/ |url-status=live }}</ref> Packard acquired Studebaker two months after Nash acquired Hudson.<ref>{{cite web |url= http://tampabayamc.com/wp/?page_id=1300 |title= AMC Myths & AMC V8 Engines |work= Tampa Bay AMC Car Club }}{{Dead link|date=August 2023 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>

Mason became CEO and president of the new company and Hudson's president A.E. Barit retired to become an American Motors board member. Mason selected long-time Nash associate and future governor of Michigan, George W. Romney, as vice president. Roy Abernethy, ex-vice president of sales for Willys, was hired to be vice president of sales.

=== 1954–1962: George W. Romney ===

Following Mason's sudden death on October 8, 1954, Romney took over, reorganizing the company and focusing American Motors' future on a new small car line.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,861782,00.html |archive-url= https://web.archive.org/web/20081215041756/http://www.time.com/time/magazine/article/0,9171,861782,00.html |archive-date= December 15, 2008 |url-access=subscription |title=Gamble on the Rambler |magazine=Time |date=December 19, 1955 |access-date=February 8, 2011}}</ref> Mason's death also allowed Romney to put an end to any further discussions for a merger between American Motors and Studebaker-Packard.

By the end of 1957, the legacy Nash and Hudson brands were completely phased out, and replaced with the [[Company:Rambler (automobile)|Rambler]] and Metropolitan brands. The company struggled at first, but under Romney, Rambler's sales took off. A Rambler won the 1959 Mobil Economy Run, and by 1960, was the third-most-popular brand of automobile in the United States, behind Ford and Chevrolet.<ref>{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,864627,00.html |archive-url= https://web.archive.org/web/20090918105420/http://www.time.com/time/magazine/article/0,9171,864627,00.html |archive-date=September 18, 2009 |url-access=subscription |title=Autos: Victory for Rambler |magazine=Time |date=April 20, 1959|access-date=August 31, 2012}}</ref><ref>{{cite web |url=http://auto.howstuffworks.com/1965-1966-rambler-ambassador1.htm |title=1965–1966 Rambler Ambassador |publisher=auto.howstuffworks |date=October 23, 2007 |access-date=February 8, 2011 |archive-date=July 21, 2012 |archive-url=https://web.archive.org/web/20120721003820/http://auto.howstuffworks.com/1965-1966-rambler-ambassador1.htm |url-status=live }}</ref>

=== 1962–1967: Roy Abernethy ===

George Romney left American Motors in 1962 to run for governor in Michigan and was replaced as CEO by Roy Abernethy. After two model years (1963 and 1964) of only producing compact cars, Abernethy shifted the focus of American Motors back to larger and more profitable cars such as the Ambassador line from the perceived negative of the Rambler's [[Finance:Economy car|economy car]] image. Ambassador sales jumped from 18,647 in 1964 to over 64,000 in 1965. In 1966, they went to more than 71,000.<ref>{{cite web |url=http://www.autos.ca/classic-cars/motoring-memories-amc-ambassador-1965-1966/ |first=Bill |last=Vance |title=Motoring Memories: AMC Ambassador, 1965–1966 |publisher=Autos Canada |date=March 17, 2006 |access-date=January 1, 2013 |archive-date=October 10, 2012 |archive-url=https://web.archive.org/web/20121010162008/http://www.autos.ca/classic-cars/motoring-memories-amc-ambassador-1965-1966/ |url-status=live }}</ref> However, the huge costs of developing the new cars and engines meant American Motors now had problems in securing [[Finance:Working capital|working capital]] to keep the company going. American Motors sales dropped 20% in the first half of 1966, and the firm reported a fiscal six-month loss of $4.2 million on sales of $479 million. Consequently, Robert B. Evans invested more than $2 million because American Motors's stock was selling for only 60% of the company's [[Finance:Net worth|net worth]]; thus, he became its largest stockholder and was named its chairman on June 6, 1966, replacing Richard E. Cross, who continued as a director and chairman of the executive committee.<ref>{{cite magazine |url= https://content.time.com/time/subscriber/article/0,33009,899250,00.html |title=American Motors' New Gospel |magazine=Time |date=June 17, 1966 |access-date=March 29, 2023}}</ref> In the quarter ending September 30, 1966, American Motors recorded a loss of $12,648,000 before tax credits and deferred tax assets. In the face of deteriorating financial and market positions, Abernethy "retired" as CEO in 1967, and Evans "resigned" as chairman.

=== 1967–1977: Roy D. Chapin Jr. ===

Abernethy was replaced by the son of Hudson co-founder Roy D. Chapin, Roy D. Chapin Jr.<ref>{{cite news|title=American Motors Picks Chapin For Chief as 2 Men Step Down; Evans and Abernethy Drop Out of Management Team Luneburg Is President|url=https://www.nytimes.com/1967/01/10/archives/american-motors-picks-chapin-for-chief-as-2-men-step-down-evans-and.html|url-access=subscription|newspaper=The New York Times|date=January 10, 1967|page=53|access-date=January 11, 2014|archive-date=August 28, 2018|archive-url=https://web.archive.org/web/20180828170713/https://www.nytimes.com/1967/01/10/archives/american-motors-picks-chapin-for-chief-as-2-men-step-down-evans-and.html|url-status=live}}</ref> and Evans was replaced by William V. Luneberg. American Motors' public explanation for the removals was that the two had "stepped aside according to a plan to give a younger team an opportunity to move the company forward".<ref>{{cite news |title=American Motors' Future |url=https://ufdc.ufl.edu/AA00031648/00043/8 |newspaper=Gitmo Gazette |agency=AP |date=January 10, 1967 |page=8 |via=George A. Smathers Libraries at the University of Florida |access-date=September 2, 2019 |archive-date=September 2, 2019 |archive-url=https://web.archive.org/web/20190902002555/https://ufdc.ufl.edu/AA00031648/00043/8 |url-status=live }}</ref>

Chapin took charge to revitalize the company, and designer Dick Teague economized by developing several vehicles from common stampings. While prices and costs were cut, new and more sporty automobiles were introduced, and from 1968, American Motors became known for the [[Engineering:AMC Javelin|Javelin]] and [[Engineering:AMC AMX|AMX]] [[Engineering:Muscle car|muscle car]]s.

American Motors purchased Kaiser's [[Company:Jeep|Jeep]] utility-vehicle operations in 1970 to complement its existing passenger-car business. Beginning in the early 1970s, the company moved towards all-new compact car designs based on the [[Engineering:AMC Hornet|Hornet]], including the Hornet itself and the [[Engineering:AMC Gremlin|Gremlin]]. Other new models in the 1970s included the [[Engineering:AMC Matador|Matador]] and [[Engineering:AMC Pacer|Pacer]].

=== 1977–1982: Gerald C. Meyers ===

A major management transition at American Motors started on May 24, 1977, then Meyers was named president and chief operating officer, succeeding the retiring William Luneburg. Upon the retirement of Chapin on October 21, 1977, Gerald C. Meyers, former president and COO, became chairman and CEO.<ref name="foster">{{cite book |url=https://books.google.com/books?id=D05p17q4cSYC&q=Gerald+C.+Meyers+AMC&pg=PA165 |page=165 |title=The Story of Jeep |first=Patrick R. |last=Foster |publisher=KP Books |year=2004 |isbn=978-0-87349-735-0 |access-date=June 27, 2015 }}{{Dead link|date=August 2023 |bot=InternetArchiveBot |fix-attempted=yes }}</ref><ref name=ward>{{cite book|title=Ward's Automotive Yearbook |publisher= Ward's Reports |year=1979 |page=237 |volume=41}}</ref> At the time, Meyers was 49 years old, and became the youngest top executive in the automobile industry.<ref name="hyde">{{cite book |url= https://books.google.com/books?id=PerGbKxOPZYC&q=Gerald+Meyers+AMC+born&pg=PA231 |page=231 |title=Storied independent automakers: Nash, Hudson, and American Motors |first=Charles K. |last=Hyde |year=2009 |publisher=Wayne State University Press |isbn= 978-0-8143-3446-1 |access-date=June 27, 2015}}</ref> "The company was looking for a lot more than a steady hand on the tiller — it was looking for a savior", but Meyers disagreed and argued that the company could survive and remain a factor in the automobile industry by abandoning its policy of head-on competition and instead focusing on and revamping its four-wheel drive vehicles, a market segment left untended by the large automakers, and by acquiring advanced technology.<ref>{{cite magazine |url= https://books.google.com/books?id=GaggAQAAMAAJ&q=AMC+The+company+was+looking+for+a+lot+more+than+a+steady+hand+on+the+tiller+—+it+was+looking+for+a+savior |title=American Motors |magazine=Financial World |volume=149 |issue=1 |page=128 |date=January 1980 |access-date=June 27, 2015}}</ref>

Sagging sales and tight finances resulted in the elimination of the Matador line in the 1979 model year and the Pacer line in 1980, leaving American Motors to focus almost exclusively on its Hornet [[Engineering:Automobile platform|platform]]-based cars and the Jeep line. Hornet derivatives of the late 1970s included the [[Engineering:AMC Spirit|Spirit]] and [[Engineering:AMC Concord|Concord]], while the innovative four-wheel drive [[Engineering:AMC Eagle|AMC Eagle]] introduced in 1979 was one of the first true [[Engineering:Crossover (automobile)|crossovers]].

From 1980, American Motors partnered with France's [[Company:Renault|Renault]] to help finance their manufacturing operations, obtain much-needed capital, and source subcompact vehicles.

=== 1982–1984: W. Paul Tippett Jr. ===

At age 53, Meyers retired from the company in February 1982, by which time Renault controlled 46% of American Motors.<ref name="battling">{{cite magazine |url= http://www.time.com/time/magazine/article/0,9171,954995,00.html |archive-url= https://web.archive.org/web/20061106104821/http://www.time.com/time/magazine/article/0,9171,954995,00.html |archive-date= November 6, 2006 |title=Battling for Survival |date=February 1, 1982 |magazine=Time |access-date=June 27, 2015}}</ref> He was with the automaker 20 years, and was noted for orchestrating the linkup between American Motors and Renault starting in 1979.<ref name="BW-1982">{{cite magazine |url= https://books.google.com/books?id=X44pAQAAIAAJ&q=Gerald+C.+Meyers,+53,+a+20-year+veteran+of+the+company+who+orchestrated+the+complicated+AMC's+linkup+between |magazine=Business Week |title=American Motors |page=21 |year=1982 |access-date=June 27, 2015}}</ref> Meyers was succeeded as chairman by former American Motors president W. Paul Tippett Jr.<ref>{{cite magazine |url= http://content.time.com/time/magazine/article/0,9171,921599,00.html |first=John S. |last=Demott |title=On the Comeback Trail |magazine=Time |date=March 12, 1984 |access-date=June 27, 2015}}</ref> At the time, Tippett was a member of American Motors management for only three years.<ref name="BW-1982"/> Jose J. Dedeurwaerder, a Renault manager, became the new president of American Motors.

After the 1983 model year, American Motors focused entirely on four-wheel drive autos; the company stopped producing two-wheel drive cars. American Motors facilities were used to produce the Renault-branded Alliance and Encore compact and subcompact cars. In September 1984, Paul Tippet left American Motors as CEO and was replaced by Jose J. Dedeurwaerder.<ref>{{cite news |title=AMC'S Tippet to head home-furnishing firm |date=June 28, 1985 |first=James |last=Mateja |url=https://www.chicagotribune.com/news/ct-xpm-1985-06-28-8502110570-story.html |newspaper=Chicago Tribune |access-date=August 19, 2020 |archive-date=February 25, 2021 |archive-url=https://web.archive.org/web/20210225074539/https://www.chicagotribune.com/news/ct-xpm-1985-06-28-8502110570-story.html |url-status=live }}</ref><ref>{{cite news |title=Renault officer named A.M.C. chief executive |date=September 29, 1984 |url=https://www.nytimes.com/1984/09/29/business/renault-officer-named-amc-chief-executive.html |newspaper=The New York Times |access-date=August 19, 2020 |archive-date=August 28, 2021 |archive-url=https://web.archive.org/web/20210828043833/https://www.nytimes.com/1984/09/29/business/renault-officer-named-amc-chief-executive.html |url-status=live }}</ref>

=== 1984–1986: Jose J. Dedeurwaerder ===

In 1985, Chrysler entered an agreement with American Motors to produce Dodge Diplomats and Plymouth Furys, as well as Dodge Omnis and Plymouth Horizons in American Motors' Kenosha, Wisconsin, plant. At the time, American Motors had excess manufacturing capacity.

=== 1986–1987: Joe Cappy ===

In 1987, after further new-vehicle development that included the [[Engineering:Eagle Medallion|Medallion]] (a rebadged [[Engineering:Renault 21|Renault 21]]) and Giorgetto Giugiaro's Italian-designed new [[Engineering:Full-size car|full-sized]] [[Engineering:Front-wheel drive|front-wheel drive]] sedan that became the [[Engineering:Eagle Premier|Eagle Premier]],<ref>{{cite magazine|first=Jim |last=Dunne |title=Inside Detroit|magazine=Popular Mechanics|date=June 1986|volume=163|issue=8 |url= https://books.google.com/books?id=0OMDAAAAMBAJ&pg=PA42 |page=42 |access-date=May 31, 2012}}</ref><ref>{{cite magazine|magazine=Business Week|date=April 28, 1986|title=Can American Motors shed its sad-sack image? |url=https://books.google.com/books?id=oUw1AAAAMAAJ&q=A+two-+door+coupe,+the+X-59,+debuts+in+1988|access-date=May 23, 2012}}</ref> Renault sold its 47% ownership stake in American Motors to Chrysler, which made a public offer to purchase all the remaining outstanding shares of American Motors stock. American Motors was acquired by Chrysler in August 1987. The primary task of Chrysler management was to integrate the two companies as quickly as possible. American Motors' final CEO, Joe Cappy, was tasked with achieving this by Chrysler president Gerald Greenwald.<ref>{{cite news |title=A merger of equals? Someone has to be in charge |first=Joe |last=Cappy |date=June 10, 2019 |url=https://www.autonews.com/commentary/merger-equals-someone-has-be-charge |work=Automotive News |access-date=August 18, 2020 |archive-date=February 26, 2021 |archive-url=https://web.archive.org/web/20210226184627/https://www.autonews.com/commentary/merger-equals-someone-has-be-charge |url-status=live }}</ref>

Renault left the U.S. market completely as a brand in 1987, thus the Renault Medallion was sold through the newly formed Jeep-Eagle division of Chrysler as an Eagle, not a Renault. The Jeep-Eagle division was formed from the American Motors Jeep Renault dealer network. The [[Company:Jeep|Jeep]] and [[Company:Eagle (automobile)|Eagle]] vehicles were marketed primarily by former American Motors dealers. The American Motors badge was last used on the Eagle Sports Wagon through the 1988 model year, then eliminated, and the Eagle car brand was phased out by 1998.

== Business legacy ==
[[File:AMC-post-1.jpg|thumb|170px|An American Motors surviving dealership sign, photographed in Nevada in 2007]]
American Motors was forced to constantly innovate for 33 years until Chrysler absorbed it in 1987. The lessons learned from this experience were integrated into the company that bought American Motors. The organization, strategies, as well as several key executives, allowed Chrysler to gain an edge over the competition. Even today, the lessons gained from the American Motors experience continue to provide benefits to other firms in the industry. There are many legacies from American Motors's [[Strategic management|business strategies]].

American Motors could formulate strategies that were often evaluated by industry critics as "strokes of brilliance".<ref name=Higgins>{{cite news|first=James V. |last=Higgins |title=Roy Chapin Jr. mastered how to survive in auto industry |newspaper=The Detroit News |date=August 12, 2001}}</ref> According to Roy D. Chapin Jr., American Motors realized they were up against the giants of the industry, so to compete successfully they had to be able to move quickly and with ingenuity.<ref name=Higgins/> An essential strategy practiced by American Motors was to rely on [[Outsourcing|outside vendors]] to supply components in which they had differential advantages. This approach was finally accepted within the U.S. auto industry, but only after each of the Big Three experienced the failure of attempting to be self-sufficient.

The smallest U. S. automaker did not have "the massive R&D budgets of [[Company:General Motors|General Motors]], [[Company:Ford Motor Company|Ford]], and foreign competitors … thus American Motors placed R&D emphasis on bolstering the product life cycle of its prime products (particularly Jeeps)."<ref>{{cite book |url=https://books.google.com/books?id=MpAoAQAAMAAJ&q=AMC |title=R&D Decision Area |first1=John A. |last1=Pearce |first2=Richard B. |last2=Robinson |edition=Fourth |publisher=Irwin |year=1991 |page=315 |isbn=978-0-256-08324-8 |access-date=March 10, 2012}}</ref> In 1985, American Motors originated product lifecycle management (PLM) as a strategic business approach according to Sidney Hill Jr., executive editor for ''Manufacturing Business Technology'',<ref>{{cite web|first=Kenneth |last=Wong |url= http://www.deskeng.com/virtual_desktop/?p=536 |title=What PLM Can Learn from Social Media |date=July 29, 2009 |access-date=March 10, 2012 |archive-url= https://web.archive.org/web/20160513020247/http://www.deskeng.com/virtual_desktop/?p=536 |archive-date=May 13, 2016 }}</ref> in an effort to better compete against its much larger rivals by ramping up its product development process.<ref>{{cite web|first=Sidney |last=Hill Jr. |title=How To Be A Trendsetter: Dassault and IBM PLM Customers Swap Tales From The PLM Front |date=May 2003 |url= http://www.coe.org/coldfusion/newsnet/may03/technology.cfm |archive-url= https://web.archive.org/web/20090213042744/http://www.coe.org/coldfusion/newsnet/may03/technology.cfm |archive-date=February 13, 2009 |access-date=March 10, 2012 |publisher=COE newsnet}}</ref>

Another example of American Motors' agility was the ability of management to squeeze money out of reluctant bankers, even in the face of bankruptcy. These [[Social:Core competency|core abilities]] helped save the company from collapse, and after each obstacle, give it the wherewithal to keep it operating. Ironically, American Motors was never stronger than just before its demise.<ref name=Higgins/>

American Motors' managers anticipated important trends in the automotive industry.<ref>{{cite book|first=Mike |last=Lawrence |title=A to Z of Sports Cars, 1945–1990|publisher=MotorBooks/MBI|year=1996|page=1952 |url= https://books.google.com/books?id=glKW-Kh-lmcC&pg=PA1952|isbn=978-1-870979-81-8|access-date=March 10, 2012}}</ref> It preached fuel efficiency in the 1950s, long before most auto buyers demanded it. Led by American Motors' Rambler and several European cars, the small car innovation reduced the Big Three's market share from 93% in 1957 to 82% in 1959.<ref>{{cite book|first=James M. |last=Rubenstein |title=Making and selling cars: innovation and change in the U.S. automotive industry |year=2001 |publisher=Johns Hopkins University Press |isbn=978-0-8018-6714-9 |pages=221–222 |url= https://books.google.com/books?id=2SpJDgcgoMQC&pg=PA222 |access-date=March 10, 2012}}</ref> The company inherited foreign manufacturing and sales partnerships from Nash and continued developing business relations, decades before most of the international consolidations among automobile makers took place. American Motors was the first U.S. automaker to establish an ownership agreement with a foreign automaker, Renault.

Although small in size, American Motors was able to introduce numerous industry innovations. Starting in 1957, American Motors was the only U.S. manufacturer to fully immerse all automobile bodies in [[Engineering:Primer (paint)|primer paint]] for protection against rust, until competitors adopted the practice in 1964.<ref>{{cite book|first=William J. |last=Abernathy |title=The productivity dilemma: roadblock to innovation in the automobile industry|year=1978|publisher=Johns Hopkins University Press |isbn=978-0-8018-2081-6 |pages=207–208}}</ref> Even one of American Motors's most expensive new product investments (the Pacer) established many features that were later adopted by the auto industry worldwide.<ref>{{cite book|first1=Craig M. |last1=Cagan |first2=Jonathan |last2=Vogel |title=Creating Breakthrough Products: Innovation from Product Planning to Program Approval |year=2002 |publisher=Financial Times Press |isbn=978-0-13-969694-7 |url= https://books.google.com/books?id=hlSRf61_nnkC&pg=PA11 |access-date=March 10, 2012 |page=11}}</ref> These included aerodynamic body design, space-efficient interiors, aircraft-style doors, and a large greenhouse for visibility. American Motors was also effective in other areas such as marketing by introducing low-rate financing. American Motors' four-wheel-drive vehicles established the foundation for the modern SUV market segments, and "classic" Jeep models continue to be the benchmark in this field. Roy D. Chapin drew on his experiences as a hunter and fisherman and marketed the Jeep brand successfully to people with like interests. The brand developed a cult appeal that continues.<ref name=Fracassa>{{cite news|first=Hawke |last=Fracassa |title=Roy D. Chapin Jr., ex-AMC chairman gambled to save Jeep |newspaper=The Detroit News |date=August 7, 2001}}</ref>

The purchase of American Motors was instrumental in reviving Chrysler. According to Robert Lutz, former president of Chrysler, the American Motors acquisition was a big and risky undertaking.{{sfn|Lutz|1999|p={{page needed|date=November 2020}}}} The purchase was part of Chrysler's strategic "retreat-cum-diversification" plan that he states did not have the right focus. Initially, the goal was to obtain the world-renowned Jeep brand. However, Lutz discovered that the decision to buy American Motors turned out to be a gold mine for Chrysler.{{sfn|Lutz|1999|p=16}} At that time, Chrysler's management was attempting to find a model to improve structure and operations, ''"something that would help get our minds unstuck and thinking beyond the old paradigms that we were so familiar with''".{{sfn|Lutz|1999|p=31}} In this transformation, ''"Chrysler's acquisition of AMC was one of the all-time great moments in corporate serendipity''" according to Lutz ''" that most definitely played a key role in demonstrating how to accomplish change''".{{sfn|Lutz|1999|p=31}}

According to Lutz (1993), while American Motors had its share of problems, it was far from being a bunch of "brain-dead losers". He describes the "troops" at American Motors as more like the Wake Island Marines in battle, "with almost no resources, and fighting a vastly superior enemy, they were able to roll out an impressive succession of new products".{{sfn|Lutz|1999|p=33}} After first reacting with anger to the purchase, Chrysler managers soon anticipated the benefits. To further solidify the organizational competencies held by American Motors, Lee Iacocca agreed to retain former American Motors units, such as engineering, completely intact. In addition, American Motors' lead engineer, François Castaing, was made head of all engineering at Chrysler. In an unthinkable strategic move, Castaing completely dismantled the entrenched Chrysler groups. In their place, American Motors's "[[Engineering:Automobile platform|platform team]]" was implemented. These were close-knit cross-functional groups responsible for the whole vehicle, as contrasted with Chrysler's highly functional structure. In this capacity, Castaing's strategy was to eliminate the corporate administrative overhead bureaucracy. This move shifted corporate culture and agitated veteran executives who believed that Chrysler's reputation as "the engineering company" was being destroyed. Yet, according to the popular press, by the 1980s Chrysler's reputation was shot, and in Lutz's view, only dramatic action was going to change that.{{sfn|Lutz|1999|p=33}} In summary, Chrysler's purchase of American Motors laid the critical foundation to help re-establish a strategy for its revival in the 1990s.

Top managers at Chrysler after the AMC buyout appeared to have made errors similar to those by American Motors. For example, Chrysler invested heavily in new untested models while not keeping up its profitable high-volume lines.

The American Motors influence also continued at [[Company:General Motors|General Motors]]. GM recruited a new executive team to turn itself from near bankruptcy in the early 2000s. Among the new strategists at GM was Lutz, who brought an understanding of the importance of passion in product design. Lutz implemented a new thinking at GM that incorporated the systems and structures that originated from American Motors's lean and focused operations.<ref>{{cite magazine|first=Alex |last=Taylor III |title=Finally GM is looking good |magazine=Fortune |volume=145 |issue=7 |date=April 1, 2002 |pages=69–74 |url= https://money.cnn.com/magazines/fortune/fortune_archive/2002/04/01/320620/index.htm |access-date=March 10, 2012}}</ref>

Renault implemented the lessons it learned from its investment in American Motors. The French firm took a parallel approach as it did with its initial ownership of American Motors and applied it to resurrect the money-losing [[Company:Nissan|Nissan]] automaker in Japan.<ref>{{cite book |url= https://books.google.com/books?id=RZ-RuS9VNSgC&pg=PR5 |title=Shift: Inside Nissan's Historic Revival |year=2007 |first=Carlos |last=Ghosn |publisher=Crown Publishing Group |isbn=978-0-307-42381-8}}</ref>

In 2009, in a deal brokered by the Obama administration, Italian automaker [[Company:Fiat S.p.A.|Fiat]] initiated a white knight takeover of Chrysler to save the struggling automaker from liquidation. The deal was immediately compared to the American Motors-Renault deal; some commentators noted the irony in that Chrysler now faced the same fate that American Motors faced 30 years earlier, while others expressed skepticism of whether the Italian firm could save Chrysler, given how the Renault deal failed. However, there were key differences between the two:
*Fiat CEO Sergio Marchionne became CEO of Chrysler as part of the deal and immediately began globally integrating Fiat and Chrysler's assets and product lines.
*The Fiat-Chrysler merger did not face the political opposition the American Motors-Renault deal did since Fiat is led by a family group with significant equity and the US government supported the merger.
*While American Motors proved to be a continuous money-loser for Renault, Chrysler returned to profitability fairly quickly and has since become an important source of revenue and profits for Fiat, which has been struggling to maintain volume and profitability amid the [[Finance:European debt crisis|European debt crisis]].

The two firms would later fully merge to create [[Company:Fiat Chrysler Automobiles|Fiat Chrysler Automobiles]] in 2014, and would further merge with the French firm [[Company:PSA Group|PSA Group]], owners of the [[Company:Citroën|Citroën]] and [[Company:Peugeot|Peugeot]] brands, to form [[Company:Stellantis|Stellantis]] in 2021.<ref>{{cite news |work=Reuters |location=London, UK |title=Fiat says merger into Dutch-registered FCA effective October 12 |date=October 7, 2014 |url=https://www.reuters.com/article/us-fiat-spa-chrysler-idUSKCN0HW0CZ20141007 |access-date=July 5, 2021 |archive-date=November 25, 2021 |archive-url=https://web.archive.org/web/20211125195858/https://www.reuters.com/article/us-fiat-spa-chrysler-idUSKCN0HW0CZ20141007 |url-status=live }}</ref>

== Legacy of products ==

=== Passenger automobiles ===
[[File:1992 Eagle Premier ES Limited.jpg|alt=|thumb|Eagle Premier]]

Chrysler revived the "Spirit" name that was discontinued by AMC after 1983 for use on one of its [[Engineering:Chrysler A platform|A platform]] cars, (the [[Engineering:Dodge Spirit|Dodge Spirit]]) from 1989 until 1995. The planned Renault Medallion was sold as the [[Engineering:Eagle Medallion|Eagle Medallion]] in 1988 and 1989. The planned all-new 1988 Renault Premier, a joint development effort between American Motors and Renault, and for which the Brampton Assembly plant (Brampton, Ontario—originally called the Bramalea Plant) was built, was sold by Chrysler as the 1988–1992 [[Engineering:Eagle Premier|Eagle Premier]], with a rebadged [[Engineering:Dodge Monaco|Dodge Monaco]] variant available from 1990 through 1992. The [[Engineering:Full-size car|full-sized]] Premier's platform was far more advanced than anything Chrysler was building at the time. After some re-engineering and a re-designation to Chrysler [[Engineering:Chrysler LH platform|code LH]], the Eagle Premier went on to form the backbone of Chrysler's passenger car lineup during the 1990s as the [[Engineering:Chrysler Concorde|Chrysler Concorde]] (a revived model name that was briefly used by [[Engineering:Plymouth Concord|Plymouth]] in 1951 and 1952—and AMC itself only a decade before), [[Engineering:Chrysler New Yorker|Chrysler New Yorker]], [[Engineering:Chrysler LHS|Chrysler LHS]], [[Engineering:Dodge Intrepid|Dodge Intrepid]], and [[Engineering:Eagle Vision|Eagle Vision]].<ref>{{cite magazine|first=John A. |last=Hailig |title=To the Edge and Back: Re-Emergence in the Eighties |magazine=Automobile Quarterly |volume=32 |issue=4 |page=104}}</ref> Plymouth almost received their rendition of the LH platform, which was to be called the Accolade, but Chrysler decided to nix this idea not long before LH production started. The [[Engineering:Chrysler 300M|Chrysler 300M]] was likewise a Premier/LH-derived car and was initially to have been the next-generation Eagle Vision until the [[Company:Eagle (automobile)|Eagle]] brand was dropped after 1998. The LH Platform was subsequently re-engineered, using [[Company:Mercedes-Benz|Mercedes-Benz]] components, into the Chrysler LX Platform, which remains in production today underpinning the [[Engineering:Chrysler 300|Chrysler 300]], Dodge Charger, and [[Engineering:Dodge Challenger|Dodge Challenger]]. Chrysler's successor [[Company:Stellantis|Stellantis]] later revived the Hornet name in 2023 for Dodge as a [[Social:Rebadging|rebadged]] variant of the [[Engineering:Alfa Romeo Tonale|Alfa Romeo Tonale]].

=== Jeep vehicles ===
[[File:Jeep Comanche Chief.jpg|thumb|Jeep Comanche]]

Chrysler marketed the SJ [[Engineering:Jeep Wagoneer (SJ)|Jeep Grand Wagoneer]] until 1991, leaving it almost entirely unaltered from the final American Motors rendition before the buyout. The [[Engineering:Jeep Comanche|Jeep Comanche]] pickup truck remained until 1992, while the Cherokee remained until 2001 in the United States. The XJ Cherokee was produced in China through 2006 as the Cherokee 2500<ref>{{cite magazine |url= http://www.businessweek.com/globalbiz/content/nov2007/gb2007112_737100.htm |last=Dunne |first=Timothy |title=Can Chrysler Rebound in China?|magazine=Business Week |date=November 2, 2007 |access-date=September 22, 2019 |archive-url= https://web.archive.org/web/20071105074509/http://www.businessweek.com/globalbiz/content/nov2007/gb2007112_737100.htm |archive-date=November 5, 2007}}</ref> (2.5L) and Cherokee 4000 (4.0L). Although it was not introduced until 1993, the [[Engineering:Jeep Grand Cherokee|Jeep Grand Cherokee]] was initially an American Motors-developed vehicle.

Traces of American Motors remained within. American Motors' Toledo, Ohio, plants continued to manufacture the Jeep Wrangler and [[Engineering:Jeep Liberty|Liberty]], as well as parts and components for Chrysler, Dodge, and Jeep vehicles (although Toledo Machining and Forge were closed in 2005). American Motors' main plant in Wisconsin, albeit heavily downsized, operated as the Kenosha Engine Plant, producing engines for several Chrysler Group products, including the Wrangler. The plant was closed as part of the post-bailout restructuring of Chrysler in October 2010. The {{convert|242|cuin|L|1|order=flip|abbr=on}} engine was used until the 2006 model year by DaimlerChrysler in the [[Engineering:Jeep Wrangler|Jeep Wrangler]]. American Motors' technologically advanced Bramalea Assembly and Stamping Plants in Brampton, Ontario, later produced the [[Engineering:Chrysler LX platform|LX-cars]] – the [[Engineering:Chrysler 300|Chrysler 300]], [[Engineering:Dodge Challenger|Dodge Challenger]], Dodge Charger, and the now discontinued [[Engineering:Dodge Magnum|Dodge Magnum]].

In terms of American Motors-related parts, some were used as late as 2006, when the [[Engineering:Jeep Wrangler|Jeep Wrangler]] (the last new product introduced by American Motors before the Chrysler deal) was still using the AMC Straight-6 engine in some models, as well as the recessed "paddle" door handles that were used since the 1968 model year by American Motors. Both were retired when the Wrangler was completely redesigned for the 2007 model year.

[[Company:AM General|AM General]], sold by American Motors in 1983, is still in business building the American Motors-designed [[Engineering:Humvee|Humvee]] for American and allied militaries. AM General also built the now-discontinued civilian variant, the [[Engineering:Hummer H1|H1]], and manufactured a [[Engineering:Chevrolet Tahoe|Chevrolet Tahoe]]-derived companion, the [[Engineering:Hummer H2|H2]], under contract to GM, who acquired the rights to the civilian [[Company:Hummer|Hummer]] brand in 1999. GM was forced to phase out the Hummer brand in early 2010 as a part of its bankruptcy restructuring after offering it for sale, but failing to find a suitable buyer.

Although Chrysler introduced new logos for its brands in the 1990s and again in 2010 after the [[Company:Fiat S.p.A.|Fiat Group]] took control of the company, Jeep still uses the American Motors-era logo introduced shortly after American Motors purchased the brand in 1970. Until the Chrysler purchase, Jeep's logo also featured the American Motors emblem.

== International legacy ==

Beginning in 1960, American Motors' executive vice president of international operations Roy D. Chapin Jr. embarked on a strong international campaign to set up importation and local assembly operations of American Motors vehicles around the world. In five years, Chapin increased foreign sales to 73,489 cars which at the same time grew AMC's share of the U.S. export market from 2.5 percent to 14.3 percent. Chapin successfully established or re-established vehicle assembly operations in {{wipe|Argentina}}, {{wipe|Australia}}, Belgium (via Renault of {{wipe|France}}), {{wipe|Chile}}, Costa Rica, {{wipe|Germany}}, [[Religion:Iran|Iran]], Mexico, [[Earth:New Zealand|New Zealand]], Peru, {{wipe|Philippines}}, {{wipe|South Africa}}, and Venezuela. He also strengthened international export operations with exports to the {{wipe|United Kingdom}}, {{wipe|Denmark}},<ref>{{cite web |title=USA's NR. 1 compact car |date=January 16, 2008 |via=Flickr |url=https://www.flickr.com/photos/hugo90/2198710788/ |access-date=November 1, 2020 |archive-date=February 15, 2022 |archive-url=https://web.archive.org/web/20220215074829/https://www.flickr.com/photos/hugo90/2198710788/ |url-status=live }}</ref> {{wipe|Finland}}, Iceland, and {{wipe|Norway}}<ref>{{cite web |title=Rambler in Norway |first=Bjørn |last=Breda |date=2007-11-20 |work=Rambler AMC Club of Norway |via=Google Translate |url= https://translate.google.com.au/translate?hl=&sl=no&tl=en&u=http%3A%2F%2Fracn.net%2Fnb%2Fno%2Farkiv%2F56--sp-504%2F97-statistikk-rambler-i-norge}}</ref> in [[Earth:Europe|Europe]], and to countries in the [[Place:Middle East|Middle East]], the Caribbean, and [[Earth:South America|South America]]. The Rambler Classic would even become the basis of Argentina's future national car, the [[Engineering:IKA-Renault Torino|Torino]]. After becoming CEO in 1967, Chapin organized the acquisition of Kaiser Jeep from Kaiser Industries in 1970, with American Motors thereby inheriting all existing international Jeep operations. These helped sustain American Motors during the 1970s and 1980s.

While the Rambler marque had been dropped in the United States after the 1969 model year, all export markets retained the Rambler name, with the longest to retain it being Mexico until 1983.<ref>{{cite book |last1=Gunnell |first1=John |title=Standard catalog of American cars, 1946-1975 |date=1992 |publisher=Krause Publications |location=Iola, WI |isbn=978-0-87341-204-9 |page=24 |edition=Third}}</ref><ref>{{cite news |last1=Bohen |first1=Jim |title=Rambler: 'Practical' Ramblers ramble on as cultural icons |url=https://www.startribune.com/rambler-practical-ramblers-ramble-on-as-cultural-icons/19175264/ |newspaper=Star Tribune |date=May 23, 2008 |location=St. Paul |access-date=March 31, 2022 |archive-date=March 31, 2022 |archive-url=https://web.archive.org/web/20220331230853/https://www.startribune.com/rambler-practical-ramblers-ramble-on-as-cultural-icons/19175264/ |url-status=live }}</ref>

{{flag|Argentina}}
*American Motors vehicles assembled: ''Ambassador, Classic'' (from 1964), ''Jeep''
*American Motors vehicles imported: ''Ambassador, Classic'' (1962–1963)<ref>{{cite web |title=Rambler |work=Coche Argentino |url= http://www.cocheargentino.com.ar/r/rambler.htm |access-date=September 15, 2019 |archive-date=September 23, 2019 |archive-url= https://web.archive.org/web/20190923190026/http://www.cocheargentino.com.ar/r/rambler.htm |url-status=live }}</ref>

{{flag|Australia}}
*American Motors vehicles assembled: ''Rambler Six, Rambler V8, Ambassador'' (1961–1963), ''Classic, American, Rebel'' (sedan and wagon), ''Matador'' (sedan and wagon), ''Javelin'' (1968–1972), ''AMX'' (1969 model only), ''Hornet'' (sedan), ''Matador Coupe X'' (1974 model only, assembled in 1976), ''Jeep'' (1980–1984)<ref>{{cite web |title=History of Jeeps in Australia |work=Australia Jeep |url= https://cj3b.info/World/AustraliaHistory.html |url-status=unfit |archive-url= https://web.archive.org/web/20140701093109/https://cj3b.info/World/AustraliaHistory.html |archive-date=2014-07-01}}</ref> 
*American Motors vehicles imported: ''Classic'' (hardtop), ''Ambassador'' (1970 only)

{{flag|Canada}}
*American Motors vehicles assembled: ''Rambler Six'' (1957 only), ''Classic, American, Ambassador'' (until 1968), ''Rebel, Hornet, Gremlin, Concord, Jeep, Eagle, Spirit'' 
*American Motors vehicles imported: ''Rambler Six, Rambler V8, Metropolitan'' (from U.K), ''Ambassador'' (after 1968), ''Matador, Javelin, AMX''

{{flag|Chile}}
*American Motors vehicles assembled: ''Classic'' 
*American Motors vehicles imported: ''N/A''

{{flag|Costa Rica}}
*American Motors vehicles assembled: ''Classic'' (from 1965), ''American'' (from 1965), ''Ambassador'' (from 1965), ''Rebel, Matador, Javelin, Hornet, Sportabout, Jeep''
*American Motors vehicles imported: ''Rambler Six, Rambler V8, Ambassador'' (until 1965), ''Classic'' (until 1965), ''American'' (until 1965)

{{flag|Egypt}}
*American Motors vehicles assembled: ''Jeep'' (from 1978)
*American Motors vehicles imported: ''N/A''

{{flag|Finland}}
*American Motors vehicles assembled: ''N/A''
*American Motors vehicles imported: ''Classic, American, Ambassador, Rebel, Javelin, Hornet, Matador, Jeep''<ref>Rambler Ads in Finnish URL=https://www.amccf.com/main.html {{Webarchive|url=https://web.archive.org/web/20220819000214/https://amccf.com/main.html |date=August 19, 2022 }} (AMC Club of Finland)</ref>

{{flag|France}}
*American Motors vehicles assembled: ''Classic, Rebel'' (1967 only)
*American Motors vehicles imported: ''Jeep'' (by Renault 1980–1986), ''Javelin, Pacer'' (by private importer-distributors)

{{flag|Germany}}
*American Motors vehicles assembled: ''Javelin'' (by Karmann)
*American Motors vehicles imported: ''Ambassador'' (from 1969), ''Rebel'' (from 1969), ''AMX'' (from 1969), ''Jeep'' (from 1977), ''Eagle''<ref>{{cite web |url=https://www.lov2xlr8.no/brochures/misc/80eagle/bilder/4.jpg |website=lov2xlr8.no |title=AMC brochure in German imported by Allrad Schmitt |page=4 |access-date=March 31, 2022 |archive-date=February 15, 2022 |archive-url=https://web.archive.org/web/20220215053428/https://www.lov2xlr8.no/brochures/misc/80eagle/bilder/4.jpg |url-status=live }}</ref><ref>{{cite web |url=https://www.allrad-schmitt.com/ueber-uns/geschichte/ |title=Firmengeschichte |language=de |date=2017 |work=Allrad Schmitt |access-date=March 31, 2022 |archive-date=May 28, 2022 |archive-url=https://web.archive.org/web/20220528011035/https://www.allrad-schmitt.com/ueber-uns/geschichte/ |url-status=live }}</ref>

{{flag|India}}
*American Motors vehicles assembled: ''Jeep''
*American Motors vehicles imported: ''N/A''

{{flag|Iran}}
*American Motors vehicles assembled: ''American, Jeep''
*American Motors vehicles imported: ''N/A''

{{flag|Japan}}
*American Motors vehicles assembled: ''Jeep''<ref>{{cite web |last1=Scott |first1=Victoria |title=Did You Know Mitsubishi Made an Old-School Willys Jeep Until 1998? |url=https://www.thedrive.com/news/44906/did-you-know-mitsubishi-made-an-old-school-willys-jeep-until-1998 |work=The Drive |date=24 March 2022 |access-date=30 October 2022 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031015827/https://www.thedrive.com/news/44906/did-you-know-mitsubishi-made-an-old-school-willys-jeep-until-1998 |url-status=live }}</ref>
*American Motors vehicles imported: ''Eagle'' (1985–1989), ''Jeep Cherokee (XJ)''<ref>{{cite web |url=https://www.roadandtrack.com/car-culture/a35948016/the-mysterious-story-of-japans-amc-eagles/ |title=The Mysterious Story of Japan's AMC Eagles |first=Sean |last=Corrigan |date=March 26, 2021 |publisher=Road & Track |access-date=31 March 2022 |archive-date=April 2, 2021 |archive-url=https://web.archive.org/web/20210402084344/https://www.roadandtrack.com/car-culture/a35948016/the-mysterious-story-of-japans-amc-eagles/ |url-status=live }}</ref>

{{flag|Mexico}}
*American Motors vehicles assembled: ''Rambler Six, Rambler V8, Ambassador'' (1959 only), ''American, Classic, Rebel'' (sedan), ''Matador, Javelin, AMX, Hornet, Matador Coupe X, Gremlin, Pacer, Spirit, Jeep'' 
*American Motors vehicles imported: ''Rambler Six'' (1957–1958), ''Rambler V8'' (1957–1958)

{{flag|New Zealand}}
*American Motors vehicles assembled: ''Rambler Six, Rambler V8, Classic, Rebel'' (sedan), ''Jeep'' 
*American Motors vehicles imported: ''Metropolitan, Rebel'' (wagon), ''Rebel'' (hardtop), ''Ambassador'' (1970 only)

{{flag|Norway}}
*American Motors vehicles assembled: N/A
*American Motors vehicles imported: ''Ambassador, Classic, American, Rebel''

{{flag|People's Republic of China}}
*American Motors vehicles assembled: ''Jeep'' (from 1984)<ref>{{cite book |last=Mann |first=Jim |title=Beijing Jeep: A Case Study of Western Business in China |publisher=Perseus |year=1997 |isbn=978-0-8133-3327-4 |url= https://archive.org/details/beijingjeepcases00mann }}</ref> 
*American Motors vehicles imported: ''N/A''

{{flag|Peru}}
*American Motors vehicles assembled: ''Classic, American, Rebel'' 
*American Motors vehicles imported: ''N/A''

{{flag|Philippines}}
*American Motors vehicles assembled: ''Classic, American, Javelin'' 
*American Motors vehicles imported: ''N/A''

{{flag|Switzerland}}
*American Motors vehicles assembled: ''N/A''
*American Motors vehicles imported: ''Gremlin, Javelin, Pacer, Jeep''<ref>{{cite web |title=Über 85 Jahre J.H. Keller AG Zürich |url=https://www.jhkellerag.ch/wir-%C3%BCber-uns/firma/ |publisher=jhkellerag.ch |language=de |date=2019 |access-date=30 October 2022 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031015833/https://www.jhkellerag.ch/wir-%C3%BCber-uns/firma/ |url-status=live }}</ref><ref>{{cite book |title=Standard Directory of Worldwide Marketing |date=1989 |publisher=National Register Publishing Company, Macmillan Directory Division |isbn=978-0-87217-078-0 |page=23 |url=https://books.google.com/books?id=IeIbAQAAMAAJ&q=JhKeller+Zurich+AMC+Jeep |chapter=American Motors Corp - J H Keller AG |via=Google Books |access-date=30 October 2022 |archive-date=April 9, 2023 |archive-url=https://web.archive.org/web/20230409193735/https://books.google.com/books?id=IeIbAQAAMAAJ&q=JhKeller+Zurich+AMC+Jeep |url-status=live }}</ref>

{{flag|South Africa}}
*American Motors vehicles assembled: ''American, Hornet''<ref>{{cite web |title=Motor Assemblies Production - Jacobs Plant - Passenger Cars |date=January 24, 2012 |publisher=Motor Assemblies Limited |url=http://motor-assemblies.blogspot.com/2012/01/motor-assemblies-limited.html?m=1#appendixb |access-date=30 October 2022 |archive-date=August 6, 2020 |archive-url=https://web.archive.org/web/20200806141301/http://motor-assemblies.blogspot.com/2012/01/motor-assemblies-limited.html?m=1#appendixb |url-status=live }}</ref>
*American Motors vehicles imported: ''N/A''

{{flag|South Korea}}
*American Motors vehicles assembled: ''Jeep'' (1974–1981)
*American Motors vehicles imported: ''N/A''

{{flag|Spain}}
*American Motors vehicles assembled: ''Jeep''
*American Motors vehicles imported: ''N/A''

{{flag|Venezuela}}
*American Motors vehicles assembled: ''Classic, Javelin, Hornet, Jeep''
*American Motors vehicles imported: ''N/A''

{{flag|United Kingdom}}
*American Motors vehicles assembled: ''Metropolitan'' (by [[Company:Austin Motor Company|Austin]])
*American Motors vehicles imported: ''Rambler Six, Rambler V8, Classic, Rebel, Ambassador, Matador, Javelin, Pacer'' (locally converted to RHD), ''Gremlin'' (locally converted to RHD)

== Legacy of divisions and facilities ==

=== Former brands and divisions ===
During its history, American Motors bought or created, then later sold and divested itself of several specialized divisions, some of which continue to exist today:

''Kelvinator'', the subdivision of Nash-Kelvinator, was sold by American Motors in 1968 to [[Company:White Sewing Machine Company|White Consolidated Industries]] and subsequently became part of [[Company:Electrolux|Electrolux]].<ref>{{cite web |url=http://www.chhistory.org/FeatureStories.php?Story=KelvinHome |last=Hubbert |first=Christopher J. |title=The Kelvin Home: Cleveland Heights Leads the Way to: 'a New and Better Way of Living |publisher=Cleveland Heights Historical Society |year=2006 |access-date=November 24, 2010 |archive-date=January 31, 2013 |archive-url=https://web.archive.org/web/20130131083208/http://www.chhistory.org/FeatureStories.php?Story=KelvinHome |url-status=dead }}</ref> The Kelvinator Company is still in business.

''[[Company:Jeep|Jeep]]'' is a brand under ''[[Company:Stellantis|Stellantis]]''. It was a brand of the [[Company:Fiat Chrysler Automobiles|Fiat Chrysler Automobiles]] until January 16, 2021. Many Jeep models retained the mechanical specifications and styling cues that were developed by American Motors well into the 1990s or even into the first decade of the 2000s.

''[[Company:AM General|AM General]]'' is now owned by KPS Capital Partners. It was organized as an LLC in August 2004.

''[[Company:Wheel Horse|Wheel Horse]] Products Division'' is now owned by the [[Company:Toro|Toro Company]].

''Beijing Jeep'' was established by American Motors in 1984 to produce Jeeps for the burgeoning Chinese market; the joint venture was inherited by [[Company:Chrysler|Chrysler]] and is currently owned by Mercedes-Benz Group, which renamed it Beijing Benz. American Motors' trials with the venture were the subject of a book on the venture, "Beijing Jeep", by James Mann.

=== Facilities ===
{{update section|reason=Section needs info about [https://www.youtube.com/watch?v=84FRp2g3LMc World Headquarters building demolition and land redevelopment]<!-- 
video posted Feb 3, 2023 "Detroit Is Tearing Down Their Old Auto Plants!" user @ChrisHarden -->|date=February 2023}}
'''American Motors World Headquarters''' (1954–1975)<ref>{{cite web|url=https://www.allpar.com/corporate/factories/PROC.html|title=AMC Headquarters Building, 14250 Plymouth Road, Detroit, Michigan |website=allpar.com |first=Carolyn |last=Allmacher |access-date=August 31, 2012 |archive-date=October 2, 2012 |archive-url= https://web.archive.org/web/20121002125539/http://www.allpar.com/corporate/factories/PROC.html |url-status=live}}</ref> was located at 14250 Plymouth Road in Detroit and was widely known as the ''Plymouth Road Office Center (PROC)''. In 1975, American Motors moved its headquarters from the facility on Plymouth Road to a newly constructed building on Northwestern Highway in Southfield, Michigan, known as the American Center.

The initial building was built during 1926–27 by the Electric Refrigeration Corporation (subsequently [[Company:Nash-Kelvinator|Nash-Kelvinator]]) with design by Amedeo Leoni, industrial layout by Wallace McKenzie, and tower enclosure and industrial units by William E. Kapp, of SHG. The original {{convert|600000|sqft|m2|abbr=on}} three-story factory and four-story administration building had been headquarters to Nash-Kelvinator from 1937 until 1954 as well as a factory for refrigerators, electric ranges, and commercial refrigeration—as well as airplane propellers for the U.S. military effort during World War II.

During World War II, the U.S. War Department contracted with Nash-Kelvinator to produce 900 [[Engineering:Sikorsky R-6|Sikorsky R-6]] model helicopters. As part of that contract, a {{convert|4.5|acre|abbr=on}} site north of the factory was used as the smallest airport in the world{{Citation needed|date=April 2010}} as a flight testing base. Nash-Kelvinator produced about 50 R-6s a month during the war. When the contract was terminated at the end of the war, a total of 262 helicopters had been constructed.

During Chrysler's occupancy of the complex, it was known as Jeep and (Dodge) Truck Engineering (JTE), including facilities for [[Engineering:Body-on-frame|body-on-frame]] work as well as testing facilities and labs. The buildings included {{convert|1500000|sqft|m2}}, approximately one-third devoted to engineering and computer functions.<ref>{{cite web|url= https://www.allpar.com/news/2010/05/proc-plymouth-road-sale-confirmed-4765 |title=PROC (Plymouth Road) sale confirmed |website=allpar.com |date=May 7, 2010 |first=David |last=Zatz |access-date=August 31, 2012 |archive-date=March 9, 2016 |archive-url= https://web.archive.org/web/20160309182334/http://www.allpar.com/news/2010/05/proc-plymouth-road-sale-confirmed-4765 |url-status=live}}</ref>

As of 2007, Chrysler still employed over 1,600 people at the complex, moving those operations in mid-2009 to the Chrysler Technology Center. PROC was made available for sale by Chrysler in early 2010.<ref>{{cite web |first=Andrew |last=Ganz |title=Chrysler to sell off former AMC headquarters |publisher=Left Lane News |date=April 15, 2010 |url=http://www.leftlanenews.com/chrysler-to-sell-off-former-amc-headquarters.html |access-date=November 24, 2010 |archive-date=October 9, 2012 |archive-url=https://web.archive.org/web/20121009172124/http://www.leftlanenews.com/chrysler-to-sell-off-former-amc-headquarters.html |url-status=live }}</ref> It was bought by a local man who gutted the building for scrap and left it in a dilapidated state before losing it to foreclosure.<ref>{{cite news |first=J.C. |last=Reindl |title=Remember the Rambler?: American Motors site sells for $500 |url=https://www.usatoday.com/story/driveon/2015/10/23/rambler-american-motors-site-sold/74461046/ |agency=Detroit Free Press |newspaper=USA Today |date=October 23, 2015 |access-date=September 10, 2019 |archive-date=November 16, 2019 |archive-url= https://web.archive.org/web/20191116082055/https://www.usatoday.com/story/driveon/2015/10/23/rambler-american-motors-site-sold/74461046/ |url-status=live }}</ref> The abandoned building was in possession of the city of Detroit and officials were considering if the industrial site would be more marketable if the building was torn down.<ref>{{cite news |first=J.C. |last=Reindl |title=Old AMC HQ in Detroit could face wrecking ball |url=https://www.freep.com/story/money/business/2016/08/04/amc-hq-detroit-demolish/88033560/ |newspaper=Detroit Free Press |date=August 4, 2016 |access-date=September 10, 2019 |archive-date=June 16, 2019 |archive-url=https://web.archive.org/web/20190616054201/https://www.freep.com/story/money/business/2016/08/04/amc-hq-detroit-demolish/88033560/ |url-status=live }}</ref><ref>{{cite web |first=Daniel |last=Strohl |title=City of Detroit to take a stab at redeveloping former AMC headquarters |url=https://www.hemmings.com/blog/2018/03/13/city-of-detroit-to-take-a-stab-at-redeveloping-former-amc-headquarters/ |publisher=Hemmings Classic Car |date=March 13, 2018 |access-date=September 10, 2019 |archive-date=August 19, 2019 |archive-url=https://web.archive.org/web/20190819153043/https://www.hemmings.com/blog/2018/03/13/city-of-detroit-to-take-a-stab-at-redeveloping-former-amc-headquarters/ |url-status=live }}</ref> In 2018, the Wayne County Commission approved a land swap that included a new jail complex for the county as well as a potential revival for the old American Motors building.<ref>{{cite news |first=Nicquel |last=Terry |title=Wayne Co. commission OKs land swap for Gilbert jail |url=https://www.detroitnews.com/story/news/local/wayne-county/2018/04/05/gilbert-land-swap-jail-deal/33567101/ |access-date=September 10, 2019 |newspaper=Detroit News |date=April 5, 2018 |archive-date=October 21, 2020 |archive-url=https://web.archive.org/web/20201021223257/https://www.detroitnews.com/story/news/local/wayne-county/2018/04/05/gilbert-land-swap-jail-deal/33567101/ |url-status=live }}</ref>

* '''American Center''' – American Motors' corporate headquarters in Southfield, Michigan, is still standing,<ref>{{cite web |url= http://www.emporis.com/building/americancenter-southfield-mi-usa |archive-url= https://web.archive.org/web/20121003191303/http://www.emporis.com/building/americancenter-southfield-mi-usa |archive-date= October 3, 2012 |title=American Center building |publisher=Emporis |access-date=August 31, 2012}}</ref> still open, and still called "American Center". The original "American Center" signage at the top of the building remained until 2005, although the American Motors logo has been removed. The signage has since been changed to Charter One. The 25-story building is rented to several different organizations and companies as office space. After the Chrysler acquisition, Chrysler Financial occupied as much as {{convert|175000|sqft|m2}} of the building.<ref>{{cite web |last=King |first=Jenny |url=http://nreionline.com/mag/real_estate_detroit_not_pretty/ |title=Detroit: not just another pretty face, the Motor City and southeast Michigan offer stability, opportunity for growth |website=Nreionline.com |date=August 1, 1995 |access-date=November 24, 2010 |archive-date=February 29, 2012 |archive-url= https://web.archive.org/web/20120229232956/http://nreionline.com/mag/real_estate_detroit_not_pretty/ |url-status=live }}</ref>
* '''Toledo South Assembly Plants''' – Torn down by Chrysler in 2007. Until it was demolished, still visible on most of the signage on the outside of the factories were areas where Chrysler painted over the American Motors logo.
* '''Toledo Forge'''<ref>{{cite web |url=http://cgcomm.daimlerchrysler.com/plants.do?method=display&docId=338 |archive-url=https://web.archive.org/web/20080606043822/http://cgcomm.daimlerchrysler.com/plants.do?method=display&docId=338 |title=Toledo Machining Plant fact sheet|publisher=DaimlerChrysler manufacturing division|archive-date=June 6, 2008|access-date=August 31, 2012}}</ref> – Torn down by Chrysler in 2007.
* '''Brampton (formerly Bramalea) Assembly and Satellite Stamping Plants'''<ref>{{cite web |url=http://www.challengerblog.com/wp-content/uploads/2006/07/brampton_ontarioplant.jpg |title=Brampton (Bramalea) Assembly plant (photograph)|publisher=Challenger blog |archive-url= https://web.archive.org/web/20081030193305/http://www.challengerblog.com/wp-content/uploads/2006/07/brampton_ontarioplant.jpg |archive-date=October 30, 2008 |access-date=August 31, 2012}}</ref><ref>{{cite web |url= http://www.media.chrysler.com/newsrelease.do?mid=9&id=332 |title=Brampton Assembly Plant fact sheet |publisher=Chrysler Group |access-date=August 31, 2012 }}</ref> – Still in use by Chrysler. American Motors designed this US$260&nbsp;million (US${{formatnum:{{Inflation|US|260000000|1984}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}), {{convert|2500000|sqft|adj=on}} plant, which was operational by 1986.<ref>{{cite web |url= http://www.ellisdon.com/ed/projects/view/?id=3088665|title=Outline of Bramalea construction project|publisher=EllisDon|year=2008 |archive-url= https://web.archive.org/web/20080917055828/http://www.ellisdon.com/ed/projects/view/?id=3088665|archive-date=September 17, 2008|access-date=August 31, 2012|quote=The infrastructure builder completed the Brampton Assembly Plant and associated buildings for American Motors in September 1987.}}</ref> This plant was designed and built by American Motors for the specific purpose of building the [[Engineering:Eagle Premier|Eagle Premier]]. Like the older Brampton plant, this factory was also part of American Motors (Canada) Ltd., and with the Chrysler buyout in 1987, it became part of Chrysler Canada Limited. The plant currently builds the LX series of vehicles, including the Chrysler 300 and the Dodge Charger. It also produces a slightly modified version of the LX series (renamed the LC series) supporting the Dodge Challenger nameplate.
* '''Kenosha "Main" Plant''' – Portions of the Kenosha Main Plant (later Chrysler's Kenosha Engine plant with some new additions) at 52nd Street and 30th Avenue continued to be run by Chrysler as an engine-production factory. This plant closed in October 2010<ref>{{cite news|url= http://www.jsonline.com/business/105499923.html|title=End of the line for Chrysler engine plant in Kenosha |first=Joe |last=Taschler |first2=Rick |last2=Barrett |newspaper=Journal Sentinel |date=October 22, 2010 |access-date=May 9, 2012 |archive-date=January 31, 2011 |archive-url= https://web.archive.org/web/20110131235007/http://www.jsonline.com/business/105499923.html |url-status=live}}</ref> as part of Chrysler LLC's Chapter 11 bankruptcy procedure which resulted from the automotive industry crisis.<ref>{{cite magazine |url=http://wot.motortrend.com/6508327/auto-news/chrysler-to-close-eight-plants-by-2010-10-remain-for-long-term-growth/index.html|title=Chrysler To Close Eight Plants by 2010; 10 Remain For Long Term Growth|magazine=Motor Trend|first=Nate |last=Martinez |date=May 1, 2009|access-date=November 24, 2010}}</ref> Demolition of the plant began in early December 2012.<ref>{{cite news|url= http://www.jsonline.com/news/wisconsin/demolition-begins-on-chrysler-engine-plant-in-kenosha-gq7v4qs-182679051.html |title=Demolition begins on Chrysler engine plant in Kenosha |newspaper=Journal-Sentinel |date=December 8, 2012 |access-date=January 27, 2013 |archive-date=December 11, 2012 |archive-url= https://web.archive.org/web/20121211112422/http://www.jsonline.com/news/wisconsin/demolition-begins-on-chrysler-engine-plant-in-kenosha-gq7v4qs-182679051.html |url-status=live}}</ref>
* '''Canadian Fabricated Products Ltd.''' – An American Motors division (part of American Motors of Canada) in Stratford, Ontario; established in 1971 and sold post-buyout by Chrysler in 1994; produced automotive interior trim.<ref name=DCXCanadaHist>{{cite web |url=http://www.daimlerchrysler.ca/CA/03/EN/CORPORATE/1,,CA-03-EN-CORPORATE-DCC-HISTORY-1980,.html |title=Learn about our proud history, Windsor headquarters and Canadian facilities |publisher=DaimlerChrysler Canada|archive-url= https://web.archive.org/web/20030215083412/http://www.daimlerchrysler.ca/CA/03/EN/CORPORATE/1%2C%2CCA-03-EN-CORPORATE-DCC-HISTORY-1980%2C.html |archive-date=February 15, 2003|access-date=January 26, 2015}}</ref>
* '''Guelph Products''' – An American Motors division (also part of American Motors of Canada) in Guelph, Ontario; opened in 1987, and subsequently sold by Chrysler in early 1993; the operation supplied molded plastic components to the Brampton Assembly Plant.<ref name=DCXCanadaHist/>
* '''Coleman Products Corporation''' – An American Motors subsidiary in Coleman, Wisconsin. Manufactured automotive wiring harnesses for American Motors and other automakers.
* '''Evart Products Co.''' – An American Motors subsidiary in Evart, Michigan. The plant was established in 1953 with 25 workers and eventually expanded to over 1,200, becoming Osceola County's largest employer.<ref name=evart>{{cite web |first=Daniel L. |last=Elliot |title=Early Evart |publisher=Evart Michigan DDA & LDFA |year=2010 |url=http://www.evart.org/?p=30 |access-date=May 15, 2011 |archive-date=May 20, 2012 |archive-url=https://web.archive.org/web/20120520141744/http://www.evart.org/?p=30 |url-status=live }}</ref> This factory manufactured injection molded plastic parts (notably, grilles) for American Motors (supplying 90% of in-house needs<ref>{{cite book |url=https://books.google.com/books?id=CrISAQAAMAAJ&q=Evart+Products+Co.,+the+large+plastics+molding+operation,+90%25+of+production+supplies+in-house+needs|title=Automotive Industries, Volume 153|publisher=Chilton|year=1975|page=62}}</ref>), as well as for other automakers. In 1966, Products Wire Harness was built. After Chrysler's purchase of American Motors, Collins & Aikman took over the factory.<ref name=evart/>
* '''Mercury Plastics Co.''' – Mercury Plastics operated a plant at 34501 Harper Ave., Mt. Clemens, Michigan. The company was acquired in 1973 for 611,111 shares of American Motors stock.<ref>{{cite book |url=https://books.google.com/books?id=3eITAQAAMAAJ&q=Mercury+Plastics+AMC|title=Michigan Manufacturer and Financial Record, Volumes 131–132|publisher=Manufacturer Publications|year=1973|page=16|access-date=February 26, 2011}}</ref> The company produced plastic parts for American Motors, as well as for uses in other industries.
* '''Windsor Plastics Co.''' – Windsor Plastics, 601 North Congress Avenue, Evansville, Indiana, was acquired in 1970. The division produced plastic parts for American Motors and other industries. The company was sold to Guardian Industries in 1982, and underwent a name change to Guardian Automotive Trim, Inc. It is still in operation today. The original factory in Evansville continues to manufacture plastic parts for the OEM and aftermarket automotive industries. Items manufactured include grilles, bezels, and other parts.<ref>{{cite magazine|first=Beverly |last=Graves |title=Plating Plastics at Guardian Automotive Trim|magazine=Products Finishing Magazine|date=May 1999 |url= http://www.pfonline.com/articles/plating-plastics-at-guardian-automotive-trim |access-date=February 24, 2011}}</ref>
* '''The American Motors Proving Grounds''' – The former {{convert|300|acre|km2 sqmi|abbr=on}} American Motors Proving Grounds in Burlington, Wisconsin, had initially been Nash's test track and subsequently became Jeep's test facilities (after American Motors acquired Kaiser Jeep in the 1970s). The grounds fell into disuse after Chrysler's takeover of American Motors in 1987 and subsequently became the engineering and test facility for MGA Research.<ref>{{cite magazine|first=Patrick |last=Miller |title=Touching Base: Twenty Years Later|magazine=MGA News|volume=22|page=3|date=December 2008 |url= http://archive.constantcontact.com/fs054/1101967726664/archive/1102348050847.html|access-date=August 31, 2012}}</ref> The company rents out this proving grounds to the National Highway Traffic Safety Administration (NHTSA), for "ride-and-drive" events by automakers, as well as for movies and commercials.<ref>{{cite magazine|first=Mike |last=Davis |title=Yoostabees: Auto Test Tracks|magazine=Business Week|date=December 29, 2005 |url=http://www.businessweek.com/autos/content/dec2005/bw20051229_890231.htm|archive-url=https://web.archive.org/web/20080108133251/http://www.businessweek.com/autos/content/dec2005/bw20051229_890231.htm|archive-date=January 8, 2008|access-date=August 31, 2009}}</ref>
* '''Axle tooling equipment''' – Sold in 1985 to Dana Holding Corporation, and they named the AMC-15 axles as Dana 35.<ref name=allen101>{{cite book|first=Jim |last=Allen |title=Jeep 4x4 Performance Handbook |url= https://books.google.com/books?id=X95PU39mzSMC&pg=PA101|publisher=MotorBooks/MBI Publishing |year=2007 |page=101 |isbn=978-0-7603-2687-9 |access-date=May 15, 2011}}</ref> Dana manufactured the AMC-20 axles for [[Company:AM General|AM General]]'s [[Engineering:Hummer H1|Hummer H1]]. The company also continues to produce the AMC-15 axle as well; however, they have been upgraded from American Motors' original design with multiple variations (including front axle designs).
* '''Holmes Foundry, Ltd.''' – American Motors' block-casting foundry was a major American Motors factory which is now obliterated. Holmes had its main office and [[Engineering:Foundry|foundry]] at 200 Exmouth Street, Sarnia, Ontario, Canada. Holmes was established in 1918 by J. S. Blunt, and was called Holmes Blunt Limited. In the early years, [[Company:Ford Motor Company|Ford Motor Company]] contracted the plant for a steady supply of engine casting blocks. This factory had a reputation locally as a dirty, dangerous place to work. The company had three divisions, all operating on one site at the edge of Sarnia. Beginning in 1962, American Motors contracted with Holmes Foundry to supply American Motors with [[Engineering:Cylinder block|cylinder block]] castings.<ref>{{cite web|url=http://www.angelfire.com/my/HolmesFoundry/|title=Holmes Foundry: Sarnia, Ontario|publisher=Holmes Foundry|access-date=May 15, 2011|archive-date=October 4, 2012|archive-url=https://web.archive.org/web/20121004234711/http://www.angelfire.com/my/HolmesFoundry/|url-status=live}}</ref> American Motors acquired 25% interest in the foundry in January 1966. In July 1970, American Motors acquired 100% of Holmes Foundry through an exchange of shares, making it a wholly-owned subsidiary.<ref>{{cite magazine|title=American Newsletter|magazine=The Foundry|publisher=Institute of British Foundrymen|volume=129|year=1970}}</ref> However, it was not until October 1981 that Holmes Foundry finally became a division of American Motors of Canada. As part of its acquisition of American Motors in 1987, Chrysler Corporation took ownership of the Holmes facility and its manufacturing business but closed the operation on September 16, 1988. The industrial facilities were cleaned of their environmental contaminants in 2005, in preparation for a new [[Engineering:Interchange (road)|highway interchange]] to be built on the site.<ref>{{cite magazine|first=Glenn |last=Stokes |title=Dump trailer liners used in decommissioned foundry clean-up project |magazine=Environmental Science & Engineering |url=https://esemag.com/archive/1105/hqn.html|date=November 2005|access-date=May 15, 2011}}</ref>
* '''Kenosha "Lakefront" (Kenosha, Wisconsin) Plant''' – The American Motors plant in downtown Kenosha along Lake Michigan was razed, and after reclamation, the land was used for new development. At the company's inception in 1954, the plant covered {{convert|3195000|sqft|m2|abbr=on}} and together with the Milwaukee plant had an annual production capacity of 350,000 cars.<ref name=Ward>{{cite book|first=James Arthur |last=Ward |title=The Fall of the Packard Motor Car Company|publisher=Stanford University Press|year=1995|page=124|isbn=978-0-8047-2457-9 |url=https://books.google.com/books?id=7D11a-EPzwMC&pg=PA124|access-date=May 15, 2011}}</ref>
* '''Milwaukee Body (Milwaukee, Wisconsin) Plant''' – American Motors inherited a {{convert|1600000|sqft|m2|abbr=on}}<ref name=Ward/> body plant in Milwaukee from Nash. The plant had been the main body plant for the Seaman Body Corporation, which did a lot of business assembling bodies of various designs with Nash and also other makers. Nash had purchased half of this company in 1919 and took over the remaining half in 1936.<ref name=indep>{{cite book |title=Standard Catalog of Independents: The Struggle to Survive Among Giants |editor-first=Ron |editor-last=Kowalke |publisher=Krause Publications |ref=Indie |location=Iola, WI |pages=118, 127 |date=1999 |isbn=0-87341-569-8 }}</ref> For American Motors, the plant was sometimes an internal headache. For instance, in late 1961, George Romney himself stormed through the plant and threatened to close it and eliminate its 9,000 jobs due to labor problems.<ref>{{cite magazine|title=Management: Crackdown in Milwaukee |magazine=Time |date=December 1, 1961 |url= http://www.time.com/time/magazine/article/0,9171,938842,00.html |archive-url= https://web.archive.org/web/20110204214107/http://www.time.com/time/magazine/article/0,9171,938842,00.html |archive-date=February 4, 2011 |url-access=subscription|access-date=May 15, 2011}}</ref> The plant survived until the Chrysler buyout. Chrysler later decided to dispose of the factory. Upon closure, the site was named a Superfund site. The factory was demolished and the site was rehabilitated and redeveloped.
* '''Danforth Ave (Toronto, Ontario) Plant''' – Inherited from Nash. This plant was purchased by Nash from Ford of Canada in 1946. The first Canadian-built Nash rolled off the line in April 1950. Upon the formation of American Motors in 1954, the plant assembled 1955 Nash and Hudson Ramblers (2 and 4-door sedans), as well as Nash Canadian Statesman and Hudson Wasp (4-door sedans). In 1956, the plant continued to assemble the Nash and Hudson Rambler (4-door sedans and wagons) as well as the Nash Canadian Statesman (4-door sedan), but the Hudson Wasp was imported. That same year, American Motors (Canada) Limited was formed – taking over Nash Motors of Canada Limited and Hudson Motors of Canada Limited. In 1957, American Motors assembled the Rambler Six and [[Engineering:Rambler Rebel|Rambler Rebel]] V8 at the Danforth plant; but in July 1957, American Motors closed the plant and imported Ramblers into Canada until 1961. The structure remains today as the Shoppers World Danforth [[Company:Lowe's|Lowe's]] store.
* '''Tilbury, Ontario Assembly Plant''' – Another plant American Motors inherited from the 1954 merger, this one via Hudson. Specifically, it was a contract with CHATCO Steel Products, which owned the plant. American Motors ceased Hudson production at the Tilbury plant in 1955.
* '''Brampton Assembly Plant''' – American Motors opened a plant in 1960 in Brampton, Ontario, Canada. It was part of American Motors of Canada. Rambler Drive, a small street just west of this plant, still exists and leads into a residential subdivision that was built in the 1960s. In 1987, with the Chrysler buyout, the division and the plant were absorbed as well, becoming part of Chrysler Canada Limited. The plant was closed in 1994 and sold to [[Company:Walmart|Wal-Mart]] for use as their Canadian warehouse. This plant/warehouse was demolished in 2004 and redeveloped in 2007 with multiple smaller commercial buildings now onsite; a new Lowes Home Improvement Warehouse now takes up the largest section of this commercial development. Note that this is a separate facility from the current Brampton (formerly Bramalea) Assembly and Satellite Stamping Plants nearby.
* '''South Charleston Stamping Plant''' – A South Charleston, West Virginia, facility. While American Motors leased it, the plant stamped steel automotive parts. In 1978, Volkswagen of America purchased the plant<ref name="southcharles">{{cite news|title=Owners of: S.C. plant optimistic; Holding employment levels steady, finding new business goals this year|newspaper=Charleston Daily Mail|date=January 6, 2005|first=George |last=Hohmann |quote=South charleston plant milestones 1974: American Motors Corp. begins operating the 922,000-square-foot stamping plant in South Charleston to make roofs, doors, lift gates and other parts for the Pacer |url= http://www.highbeam.com/doc/1P2-9931728.html |archive-url= https://web.archive.org/web/20121106012723/http://www.highbeam.com/doc/1P2-9931728.html|archive-date= November 6, 2012|access-date=May 14, 2017}}</ref> to supply stampings for its Westmoreland Assembly Plant, subsequently selling the plant when it closed Westmoreland in 1988<ref name="million">{{cite news |title=VW production tripped up in U.S. Many problems led to closing of automaker's Pa. factory |newspaper=Automotive News |first=Tim |last=Moran |date=October 17, 2005 |url=http://www.autos.ca/forum/index.php?topic=40835 |access-date=May 14, 2017 |archive-date=March 10, 2016 |archive-url=https://web.archive.org/web/20160310140501/http://www.autos.ca/forum/index.php?topic=40835 |url-status=live }}</ref> to Park Corporation of Cleveland, OH. In October 2006, its recent tenant, Union Stamping and Assembly, declared bankruptcy.<ref>{{cite web|url=http://www.coalcampusa.com/rustbelt/wv/wv2.htm|title=Kanawha River Valley Rust Belt Union|quote=Stamping and Assembly plant stamps steel body panels for automobiles in South Charleston, WV.|first=Chris|last=DellaMea|access-date=May 14, 2017|archive-date=March 28, 2017|archive-url=https://web.archive.org/web/20170328030000/http://www.coalcampusa.com/rustbelt/wv/wv2.htm|url-status=live}}</ref>

===Former subsidiaries and affiliates ===
* [[Company:AM General|AM General]]
* Arab American Vehicles
* [[Company:Beijing Benz|Beijing Jeep]]
* [[Company:Shinjin Motors|Shinjin Jeep Motors]]
* [[Company:Vehículos Automotores Mexicanos|Vehículos Automotores Mexicanos]]
* American Motors Sales Corp. 
* American Motors Realty Corp. 
* American Motors Leasing Corp. 
* Evart Production Co.
* Coleman Products Co.
* American Motors Pan American Corp.
* Jeep Corp.
* McDonald Molding, Inc.
* Mercury Plastics Co.
* Rantoul Products, Inc.
* American Motors (Canada) Ltd.
* Rambler Motors (A.M.C.) Ltd. (United Kingdom)
* American Motors Corporation de Venezuela, C.A.
* American Motors Financial Corp.
* Jeep Australia Pty. Ltd.
* Jeep de Venezuela S.A.

== Earlier use of the name ==
The era of 1900 until 1925 saw various corporations, in several U.S. states, use similar "American" names, such as American Motor Carriage Company (Ohio, 1902–1903), American Automobile Manufacturing Company (Indiana, 1911–1912), and American Motors Incorporated (New York, 1919–1920).<ref>{{cite book|first=Lou |last=Phillips |year=2011 |title=Cars: 1895–1965|isbn=978-1-4568-9294-4|pages=55–62 |publisher=Xlibris Corporation |url= https://books.google.com/books?id=XLS3UagARgwC&pg=PA56}}</ref> In 1916, an earlier "American Motors Corporation", apparently unrelated to the more famous later corporation of the same name, was formed in Newark, New Jersey, with Louis Chevrolet as vice president and chief engineer.<ref>{{cite journal |date=March 1, 1916 |title=American Motors Corporation formed |journal=Automobile Trade Journal |volume=20 |issue=9 |page=108 |url= https://books.google.com/books?id=zqgyAQAAMAAJ&q=American+Motors+Corporation+formed&pg=PA108}}</ref> By 1918, it was producing cars in a plant at Plainfield, New Jersey.<ref>{{cite magazine|author=American Motors Corporation |date=May 15, 1918 |title=Advertisement|magazine=Horseless Age|volume=44|issue=4|page=7 |url=https://books.google.com/books?id=JFbmAAAAMAAJ&pg=RA10-PA41}}</ref> In 1923, it merged with the Bessemer Motor Truck Company of Pennsylvania into Bessemer–American Motors Corporation, which lasted less than a year before merging with the [[Engineering:Winther (automobile)|Winther]] and Northway companies into Amalgamated Motors. The latter company ceased soon after.

== Later reuse of the trademark ==
A new company was formed in Palmdale, California, in 2001. Registration for the American Motors trademarks was filed in 2001 by this California-based firm.<ref name=California>{{cite web|url=http://tmsearch.uspto.gov/bin/showfield?f=doc&state=4810:vu8969.2.13|title=Trademark record for American Motors Corporation, 190 Sierra Court B-11, Suite 103, Palmdale, California|publisher=Tess2.uspto.gov|access-date=February 18, 2014|archive-date=July 11, 2022|archive-url=https://web.archive.org/web/20220711042149/https://tmsearch.uspto.gov/bin/showfield?f=doc&state=4810:vu8969.2.13|url-status=live}}</ref> The company's website specifically claimed no affiliation to the previous American Motors but used American Motors' history and logos on its website.<ref>{{cite web |url=http://e-amc.com/ |archive-url=https://web.archive.org/web/20050213164153/http://e-amc.com/|archive-date=February 13, 2005|title=American Motors Corporation Home Page|access-date=February 18, 2014}}</ref> The website is now dead, and the company's claims to American Motors' trademarks expired in 2005.<ref name=California/>

The new Chrysler LLC holds a live registration for the name "American Motors", which was applied for in 2005.<ref>{{cite web |url=http://tmsearch.uspto.gov/bin/showfield?f=doc&state=4810:vu8969.2.9 |title=Trademark registration by New Carco Acquisition LLC on December 20, 2011 |website=Tess2.uspto.gov |access-date=February 18, 2014 |archive-date=February 13, 2018 |archive-url=https://web.archive.org/web/20180213022223/http://tmsearch.uspto.gov/bin/showfield?f=doc&state=4810:vu8969.2.9 |url-status=live }}</ref> The "AMC" wordmark, complete with "A-mark" graphic logo, as was originally used in 1970<ref>{{cite web |url=http://tmsearch.uspto.gov/bin/showfield?f=doc&state=4810:vu8969.2.46 |title=Trademark registration by American Motors Corporation on December 29, 1970 |website=Tess2.uspto.gov |access-date=February 18, 2014 |archive-date=February 13, 2018 |archive-url=https://web.archive.org/web/20180213022343/http://tmsearch.uspto.gov/bin/showfield?f=doc&state=4810:vu8969.2.46 |url-status=live }}</ref> and through the late-1980s, was registered and published for comment by Chrysler as of 2010.<ref>{{cite web |url=http://www.allpar.com/news/index.php/2010/12/chrysler-registers-amc-tradesman |title=Chrysler registers AMC, Tradesman |date=December 23, 2010 |first=David |last=Zatz |access-date=February 18, 2014 |archive-date=February 23, 2014 |archive-url=https://web.archive.org/web/20140223052356/http://www.allpar.com/news/index.php/2010/12/chrysler-registers-amc-tradesman |url-status=live }}</ref>

== American Motors passenger cars ==
[[File:1969 AMC SC Rambler Hurst B-scheme exterior finish at Potomac Ramblers Club meet 2of2.jpg|thumb|right|1969 SC/Rambler]]
[[File:1982 AMC Eagle.jpg|thumb|right|1982 Eagle SX/4]]
[[File:1957 Rambler Rebel hardtop rfd-Cecil'10.jpg|thumb|right|1957 Rambler Rebel]]
[[File:1970 AMC The Machine 2-door muscle car in RWB trim by lake.JPG|thumb|right|1970 The Machine]]
[[File:1976 AMC Matador coupe cocoa fl-fr.jpg|thumb|right|1976 Matador coupe]]
[[File:1971 AMC Ambassador 2-door hardtop coupe.JPG|thumb|right|1971 Ambassador]]
[[File:1974 AMC Ambassador Brougham 4-door sedan beige.JPG|thumb|right|1974 Ambassador]]

;Subcompact:
*1955–1962: Metropolitan*
*1970–1978: [[Engineering:AMC Gremlin|AMC Gremlin]]**
*1979–1983: [[Engineering:AMC Spirit|AMC Spirit]]
*1981–1983: [[Engineering:AMC Eagle|AMC Eagle]] (SX/4 and Kammback)
*1983–1987: [[Engineering:Renault Alliance|Renault Alliance]] – based on the [[Engineering:Renault 9 and 11|Renault 9]].
*1984–1987: [[Engineering:Renault Alliance|Renault Encore]] – based on the [[Engineering:Renault 9 and 11|Renault 11]].
*1987 only: [[Engineering:Renault Alliance|Renault GTA]] – based on the [[Engineering:Renault 9 and 11|Renault 9]].
<small>* – The Metropolitan was introduced by Nash in 1954.</small><br />
<small>** – The Gremlin was the company's first modern subcompact.</small>

;Compact:
*1955–1956: Nash/Hudson Rambler
*1956–1957: Rambler Six/[[Engineering:Rambler Rebel|Rambler Rebel]]
*1958–1969: [[Engineering:Rambler American|Rambler American]]
*1968–1970: [[Engineering:AMC AMX|AMC AMX]]
*1968–1974: [[Engineering:AMC Javelin|AMC Javelin]]
*1970–1977: [[Engineering:AMC Hornet|AMC Hornet]]
*1975–1980: [[Engineering:AMC Pacer|AMC Pacer]]
*1978–1983: [[Engineering:AMC Concord|AMC Concord]]

;Crossover:
*1980–1988: [[Engineering:AMC Eagle|AMC Eagle]]

;Mid-size:
*1958–1960: Rambler Six/[[Engineering:Rambler Rebel|Rambler Rebel]]
*1961–1966: [[Engineering:Rambler Classic|Rambler Classic]]
*1958–1964: Rambler Ambassador (1958–1962 also known as "Ambassador by Rambler")
*1965–1966: [[Engineering:Rambler Marlin|Rambler/AMC Marlin]]
*1967–1970: [[Engineering:AMC Rebel|Rambler/AMC Rebel]]
*1971–1973: [[Engineering:AMC Matador|AMC Matador]]

;Full-size:
*1955–1956: Hudson Wasp
*1955–1956: Nash Statesman
*1955–1957: Hudson Hornet
*1955–1957: Nash Ambassador
*1965–1974: [[Engineering:AMC Ambassador|Rambler/AMC Ambassador]]
*1967: AMC Marlin
*1974–1978: [[Engineering:AMC Matador|AMC Matador]] (sedan and wagon)
*1988–1992: [[Engineering:Eagle Premier|Eagle Premier]]

== American Motors engines ==
[[File:1968 Rambler American wagon-engine-MDshow.jpg|thumb|right|199 six-cylinder]]
[[File:1967 Marlin gold ny-eng.jpg|thumb|right|343 4-bbl V8]]
[[File:1970 AMC Javelin 390 CID Go Package engine.JPG|thumb|right|390 Go Pac V8]]
{{Main|Engineering:List of AMC engines}}
*1954–1956:
**{{convert|184|CID|L|1|abbr=on}} ''Nash'' I6 (Rambler)
**{{convert|196|CID|L|1|abbr=on}} ''Nash'' L head I6 (Rambler/''AMC I6'')
**{{convert|252|CID|L|1|abbr=on}} ''Nash'' I6
**{{convert|320|CID|L|1|abbr=on}} ''[[Company:Packard|Packard]]'' built V8
**{{convert|352|CID|L|1|abbr=on}} ''[[Company:Packard|Packard]]'' built V8 (Used only 1956)
*1956–1966:
**{{convert|196|CID|L|1|abbr=on}} ''Rambler'' I6/''AMC I6'' (L head and OHV version-ended 1965)
**{{convert|199|CID|L|1|abbr=on}} ''Typhoon Six'' I6 (Starting in 1966)
**{{convert|232|CID|L|1|abbr=on}} ''Typhoon Six'' I6 (Beginning in 1964)
**{{convert|250|CID|L|1|abbr=on}} ''AMC V8'' (Ending in 1961)
**{{convert|287|CID|L|1|abbr=on}} ''AMC V8'' (Beginning in 1963)
**{{convert|327|CID|L|1|abbr=on}} ''AMC V8'' (Also used by Kaiser Jeep 1965–1967)
*1967–1970:
**{{convert|199|CID|L|1|abbr=on}} ''Typhoon Six'' I6
**{{convert|232|CID|L|1|abbr=on}} ''Typhoon Six'' I6
**{{convert|290|CID|L|1|abbr=on}} ''AMC V8'' (Ending in 1969)
**{{convert|304|CID|L|1|abbr=on}} ''AMC V8'' (Beginning in 1970)
**{{convert|343|CID|L|1|abbr=on}} ''AMC V8'' (Ending in 1969)
**{{convert|360|CID|L|1|abbr=on}} ''AMC V8'' (Beginning in 1970)
**{{convert|390|CID|L|1|abbr=on}} ''AMC V8''
*1971–1980:
**{{convert|121|CID|L|1|abbr=on}} ''[[Company:Volkswagen|AMC]]'' I4 <sup>1</sup>
**{{convert|232|CID|L|1|abbr=on}} ''AMC I6''
**{{convert|258|CID|L|1|abbr=on}} ''AMC I6''
**{{convert|304|CID|L|1|abbr=on}} ''AMC V8''
**{{convert|360|CID|L|1|abbr=on}} ''AMC V8'' (Ending in 1978 for automobiles and through 1991 in Jeeps)
**{{convert|401|CID|L|1|abbr=on}} ''AMC V8'' (Ending in 1974 as a regular production order in automobiles; was available in fleet/police use until at least 1975. In 1975, 89 units were installed in Matadors; 4 coupes and 85 sedans-wagons. Available in full-size Jeeps through 1979, also used by International Harvester in 1974 in 1200 series pickups and the Travelall during a strike at International Harvester, though IH called the engine a 400 CID.)
*1980–1983:
**{{convert|151|CID|L|1|abbr=on}} [[Company:Pontiac (automobile)|Pontiac]] ''Iron Duke'' I4
**{{convert|258|CID|L|1|abbr=on}} ''AMC I6''
*1984–1986:
**{{convert|150|cuin|L|1|order=flip}} ''AMC I4''
**{{convert|258|CID|L|1|abbr=on}} ''AMC I6''
*1987:
**{{convert|150|cuin|L|1|order=flip}} ''AMC I4''
**{{convert|258|CID|L|1|abbr=on}} ''AMC I6''
**{{convert|242|cuin|L|1|order=flip}} ''AMC I6''
*1988–1989:
**{{convert|150|cuin|L|1|order=flip}} ''AMC I4''
**{{convert|258|CID|L|1|abbr=on}} ''AMC I6''
**{{convert|3.0|L|cuin|0}} ''PRV V6''

Also: Kaiser Jeeps used the AMC 327, Buick 225 ("Dauntless V6"), Buick 350 ("Dauntless V8"), and Willys 134 I4 ("Hurricane"). The downsized Jeep XJ Cherokee/Wagoneer used the Chevrolet 2.8&nbsp;L V6 in 1983–1984.

American Motors contracted with Volkswagen to buy tooling for the Audi 2.0&nbsp;L OHC I4. Major parts (block, crankshaft, head assembly) were initially purchased from Audi and shipped to the U.S. where final assembly was accomplished by American Motors at a plant purchased specifically for the production of this engine. Sales never reached numbers to justify taking over total production. American Motors made several changes to the engine. They were prevented from using the Volkswagen or Audi names in association with the American Motors assembled version by contractual agreement.

{{clear}}

== Collectibility ==
[[File:1970 AMC Javelin SST in bitter sweet orange.jpg|thumb|right|Javelin with "Go" package]]
[[File:1958 Ambassador 4-d hardtop wagon 1.JPG|thumb|right|Ambassador hardtop wagon]]
[[File:1964 Rambler American 440 convertible-red NJ.JPG|thumb|right|Rambler American convertible]]

American Motors models historically regarded by hobbyists as particularly "collectible" include the Javelin, AMX, and performance specials such as the 1957 Rambler Rebel, 1965–67 Marlin, 1969 Hurst SC/Rambler, 1970 Rebel Machine, and 1971 Hornet SC/360. These models enjoyed limited popularity when new, resulting in low production figures.<ref>{{cite book|last=Zuehlke|first=Jeffrey|title= Classic Cars|publisher=Lerner Publications|year=2007|page=18|isbn=978-0-8225-5926-9}}</ref> In January 2007, the AMC AMX was "really taking off in the muscle car market" according to the editors of ''Hemmings Classic Car'', and it had "left its mark among AMC collectors' minds as a great alternative" to higher-priced Hemi-powered muscle cars.<ref>{{cite magazine|url= http://www.hemmings.com/hcc/stories/2007/01/01/hmn_feature5.html |first=Matthew |last=Litwin |title=The Top 21 Hottest Collector Cars |magazine=Hemmings Classic Car |date=January 1, 2007 |access-date=January 16, 2011 |archive-date=March 7, 2011 |archive-url= https://web.archive.org/web/20110307030510/http://www.hemmings.com/hcc/stories/2007/01/01/hmn_feature5.html |url-status=live}}</ref>

The early Javelin (1968–70) stands out from the [[Company:Ford Motor Company|Ford]], [[Company:General Motors|General Motors]], and [[Company:Chrysler|Chrysler]] pony cars.<ref>{{cite magazine|url=http://www.automobilemag.com/features/collectible_classic/0706_1968_amc_javelin/|first=Rusty|last=Blackwell|title=Collectible Classic: 1968–70 AMC Javelin|magazine=Automobile Magazine|date=February 2009|access-date=August 31, 2012|archive-date=September 23, 2015|archive-url=https://web.archive.org/web/20150923180543/http://www.automobilemag.com/features/collectible_classic/0706_1968_amc_javelin/|url-status=dead}}</ref> Car expert Jack Nerad noted in a 2007 article "several fully restored AMX models" listed for sale at "little more than half the price of a comparable [[Engineering:Buick Gran Sport|Buick Gran Sport]], [[Engineering:Chevrolet Chevelle|Chevrolet Chevelle]], Olds 4-4-2 or [[Engineering:Pontiac GTO|Pontiac GTO]]" in support of the author's opinion that the 1971–74 Javelin was "clearly an outstanding alternative muscle car for the enthusiast on a budget."<ref>{{cite web |url= http://www.carprices.com/articles/cars.html |first=Jack |last=Nerad |title=It doesn't take a mint to buy one of tomorrow's top collector cars|work=Driving Today|year=2009|access-date=August 31, 2012|archive-url= https://web.archive.org/web/20120501054758/http://www.carprices.com/articles/cars.html|archive-date=May 1, 2012}}</ref>

According to James C. Mays, automotive historian and author of ''The Savvy Guide to Buying Collector Cars at Auction'', the "Wow! Factor" is an important and measurable pleasure to an owner whether their car is driven or sits in a climate-controlled garage.{{sfn|Mays|2006|p=77}} His "Wow! Factor" includes examples of a bright red 1969 AMX that according to its owner "is just a fast Rambler", but draws more people at events than the more prestigious [[Company:Ferrari|Ferrari]]s and [[Company:Lamborghini|Lamborghini]]s, as well as a "million-dollar moment" when a Rambler owner was serenaded with the "Beep Beep" song by The Playmates while fueling at a travel plaza.{{sfn|Mays|2006|p=77}} Moreover, the author's collector car, a 1969 Ambassador station wagon, made friends as strangers came to greet and host him as if "long lost kin".{{sfn|Mays|2006|p=37–38}} Mays points out the ready availability of parts for American Motors engines and his experiences in having service done on Ramblers without being charged for the work in exchange for the experience of driving a "sassy Rambler" (a 1966 American convertible) and having pictures taken with it.{{sfn|Mays|2006|pp=39–40}}

Other American Motors models, once somewhat ignored by the hobby, are now considered "future collectibles". Examples include the 1959 Ambassador 4-door hardtop station wagon, of which only 578 were produced, and the Jeep Scrambler CJ8, a combined pickup truck-Jeep, of which only a few thousand were produced.

''Hemmings Classic Car'' magazine included the 1969–70 Rebel SST and the 1974–78 Matador coupe in their 2008 list of "dollar-for-pound (weight)" cars that could be bought in show-quality condition for a comparatively modest outlay.<ref>{{cite magazine|url= http://www.hemmings.com/hcc/stories/2008/01/01/hmn_feature1.html |first=Jeff |last=Koch |title=Dollar-A-Pound Collectibles |magazine=Hemmings Classic Car |volume=4 |issue=1 |pages=14–19 |date=January 1, 2008 |access-date=January 16, 2011 |archive-date=May 30, 2011 |archive-url= https://web.archive.org/web/20110530014821/http://www.hemmings.com/hcc/stories/2008/01/01/hmn_feature1.html |url-status=live}}</ref> The writer also noted that "most of AMC's '70s lineup" qualified for inclusion on the list.

The AMC Gremlin is described as having "a cult-like following" in today's collectible car market.<ref name=StLouis>{{cite news|url=https://www.stltoday.com/classifieds/transportation/reviews/article_88ceab86-32b2-5758-9484-8c48522f060e.html|first=Bruce|last=Kunz|title=1970 AMC Gremlin- America's first "sub" compact car|newspaper=St. Louis Post-Dispatch|date=December 3, 2007|access-date=August 31, 2012|archive-date=March 15, 2012|archive-url=https://web.archive.org/web/20120315164258/http://www2.stltoday.com/classifieds/transportation/reviews/article_88ceab86-32b2-5758-9484-8c48522f060e.html|url-status=dead}}</ref> The Gremlin shares components with some other American Motors models, making its repair and restoration relatively inexpensive compared with other "historic cars".<ref name=StLouis/>

The AMC Pacer increased in value according to a Pacer owner who is the CEO of a major insurance provider for collector car owners.<ref>{{cite magazine |url= http://www.businessweek.com/autos/content/aug2007/bw20070823_780539.htm |archive-url= https://web.archive.org/web/20070901101305/http://www.businessweek.com/autos/content/aug2007/bw20070823_780539.htm |archive-date=September 1, 2007 |last=Palmeri |first=Christopher |title=Revenge of the Nerd Cars |magazine=Business Week|date=August 23, 2007|access-date=November 24, 2010}}</ref>

There are active Rambler and American Motors car clubs in the U.S. and elsewhere (examples in External Links).

=== ''Hot Rod'' magazine revival April Fool's joke ===
In April 2008, ''Hot Rod'' magazine released an article claiming that American Motors was in the process of being revived. The vehicles in the works were to be the [[Engineering:AMC AMX|AMX]], [[Engineering:AMC Matador|Matador]], [[Engineering:AMC Ambassador|Ambassador]], [[Engineering:AMC Pacer|Pacer]], and [[Engineering:AMC Gremlin|Gremlin]]. Illustrated with drawings of the [[Engineering:Concept car|concept car]]s entering production and accompanied by plentiful information, it was a popular article, although it was later revealed to be an April Fools' joke.<ref>{{cite magazine|first=Steve |last=Stanford |date=February 2009|title=AMC Concept Cars – The Return Of AMC! It's The Biggest Story of the Year, and No One Saw It Coming |url= http://www.hotrod.com/featuredvehicles/hrdp_0804_amc_concept_cars/index.html|magazine=Hot Rod |access-date=April 13, 2017|archive-url= https://web.archive.org/web/20080421203052/http://www.hotrod.com/featuredvehicles/hrdp_0804_amc_concept_cars/index.html |archive-date=April 21, 2008}}</ref>

== See also ==
*[[Engineering:AMC Amitron|Amitron and Electron]] – Experimental battery-powered [[Finance:City car|city car]]s designed by American Motors.
*AMC/Jeep Transmissions
*[[Engineering:AMC 20|AMC 20]]
*[[Engineering:Amco|Amco]], American Motors, Inc. of New York City, active from 1917 until 1922.

== References ==
{{Reflist|colwidth=30em}}

==Bibliography==
*{{cite book|last=Lutz|first=Robert A.|title=Guts: The Seven Laws of Business That Made Chrysler the World's Hottest Car Company|publisher=John Wiley & Sons|year=1999|isbn=978-0-471-35765-0|url-access=registration |url=https://archive.org/details/gutssevenlawsofb00lutz}}
*{{cite book|last=Mays|first=James C.|title=The Savvy Guide to Buying Collector Cars at Auction|publisher=Indy-Tech Publishing|year=2006|isbn=978-0-7906-1322-2|url-access=registration |url=https://archive.org/details/savvyguidetobuyi0000mays/page/77}}

== Further reading ==
*{{cite book|last=Conde|first=John A.|title=The American Motors Family Album|publisher=American Motors Corporation|year=1987|oclc=3185581}}
*{{cite book|editor-last=Derdak|editor-first=Thomas|title=International Directory of Company History, Volume 1|publisher=St. James Press|year=1988|isbn=978-0-912289-10-6|url-access=registration |url=https://archive.org/details/internationaldir0001unse}}
*{{cite book|last=Foster |first=Patrick |title=AMC Cars: 1954–1987, An Illustrated History |publisher=Motorbooks International |year=2004 |isbn=978-1-58388-112-5}}
*{{cite book|last=Foster|first=Patrick|title=The Last Independent|publisher=Motorbooks International|year=1993|isbn=978-0-87341-240-7}}
*{{cite book|last=Foster|first=Patrick|title=The Metropolitan Story|publisher=Krause Publications|year=1996|isbn=978-0-87341-459-3}}
*{{cite book|last=Foster|first=Patrick|title=The Nash Styling Sketchbook|publisher=Olde Milford Press|year=1998|isbn=978-0-9662019-0-1}}
*{{cite book|editor-last=Gunnell|editor-first=John|title=The Standard Catalog of American Cars 1946–1975|publisher=Krause Publications|year=1987|isbn=978-0-87341-096-0}}
*{{cite book|editor-last=Gunnell|editor-first=John|title=The Standard Catalog of American Motors 1902–1987|publisher=Krause Publications|year=1993|isbn=978-0-87341-232-2}}
*{{cite book|last=Mann|first=Jim|title=Beijing Jeep: A Case Study of Western Business in China|publisher=Perseus Publishing|year=1997|isbn=978-0-8133-3327-4 |url=https://archive.org/details/beijingjeepcases00mann}}
*{{cite book|last=Mays|first=James C.|title=Rambler Canada: The Little Company That Could|publisher=Syam Publications|year=2001|isbn=978-0-9685864-7-1}}
*{{cite book|last=Mitchell|first=Larry|title=AMC Buyers Guide|publisher=Motorbooks International|year=1994|isbn=978-0-87938-891-1}}
*{{cite book|last=Swygert|first=Francis G.|title=The Compact Chronicles – A Complete History of American Motors Corporation 1954–1987 (With Restoration Information)|publisher=FARNA Systems Publishing|year=1992}}
*{{cite book|last=Swygert|first=Francis G.|title=American Motors Cars Magazine (formerly published as "American Independent Magazine") |publisher=FARNA Systems Publishing |url=http://www.amc-mag.com/}}
*{{cite book|last=Zinn |first=Chris L.|title=AMX Photo Archive: From Concept to Reality |publisher=Iconographix |year=2002 |isbn=978-1-58388-062-3}}

== External links ==
*[https://amo.club/ The American Motors Owners Association] {{Webarchive|url=https://web.archive.org/web/20210410202631/http://www.amonational.com/ |date=April 10, 2021 }}
*[http://www.amcrc.com/ The AMC Rambler Club]
*[http://imcdb.org/vehicles.php?make=AMC&model= IMCDB: AMC vehicles in movies & TV shows]
*{{curlie|Recreation/Autos/Makes_and_Models/AMC/|AMC cars}}

{{American Motors}}
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[[Category:Luxury motor vehicle manufacturers]]

{{Sourceattribution|American Motors Corporation}}