1976 AMC Matador coupe
|Manufacturer||American Motors Corporation|
|Also called||Rambler Matador (foreign markets)
VAM Classic (Mexico)
|Assembly||Kenosha, Wisconsin, USA
Port Melbourne, Australia (AMI)
Mexico City, Mexico (VAM)
Thames, New Zealand (CMI)
|Designer||Richard A. Teague|
|Body and chassis|
|Class||Mid-size (1971–1973 and Coupes)
Full-size (1974–1978 sedans and wagons)
Personal luxury (Oleg Cassini and Barcelona)
|Body style||2-door hardtop (1971–1973)
2-door coupe (1974–1978)
4-door station wagon
|Engine||232 cu in (3.8 L) I6
258 cu in (4.2 L) I6
252 cu in (4.1 L) I6 (Mexico only)
282 cu in (4.6 L) I6 (Mexico only)
304 cu in (5.0 L) V8
360 cu in (5.9 L) V8
401 cu in (6.6 L) V8
|Transmission||3-speed manual (1971–1976)
4-speed manual (1971 only)
3-speed Shift-Command auto (1971 only)
3-speed Torque-Command automatic
|Wheelbase||114 in (2,896 mm) coupe
118 in (2,997 mm) sedan and wagon
|Length||209.3 in (5,316 mm) coupe
206.1 in (5,235 mm) sedan
205 in (5,207 mm) wagon
|Height||51.8 in (1,316 mm) coupe
53.8 in (1,367 mm) sedan
56.4 in (1,433 mm) wagon
The AMC Matador is a mid-size car that was built and sold by American Motors Corporation (AMC) from 1971 to 1978. The Matador came in two generations: 1971 to 1973 and a major redesign from 1974 to 1978. The second-generation four-door and station wagon models were classified as full-size cars and did not share the distinctive styling featured by the Matador Coupe that was introduced in 1974.
Factory-backed AMC Matador hardtops and coupes competed in NASCAR stock car racing with drivers that included Mark Donohue and Bobby Allison wining a number of the races. The new Matador Coupe was featured in The Man with the Golden Gun, a James Bond film released in 1974. AMC Matadors were a popular vehicle in the police market as it outperformed most other police cars. It was also featured in many television shows and movies during the 1970s.
The Matador became AMC's largest automobile following the discontinuation of the flagship AMC Ambassador that was built on the same platform. Premium trim level Oleg Cassini and Barcelona versions of the Matador coupe were positioned in the "personal luxury car" market segment. Matadors were also marketed under the Rambler marque in foreign markets, as well as assembled under license agreements with AMC that included Vehículos Automotores Mexicanos (VAM), as well as built in right-hand-drive versions by Australian Motor Industries (AMI) and by Campbell Motor Industries (CMI) in New Zealand.
- 1 Background
- 2 First generation
- 3 Second generation (1974–1978)
- 4 Matador Coupe
- 5 Police
- 6 International markets
- 7 End of the line
- 8 Collectability
- 9 References
- 10 Further reading
- 11 External links
The Matador replaced the AMC Rebel, which had been marketed since 1967. With a facelift and a new name, the AMC Matadors were available as a two-door hardtop as well as a four-door sedan and station wagon. The Matador was based on AMC's "senior" automobile platform shared with the full-size Ambassador line.
The sedan and wagon models "offered excellent value and were fairly popular", including as a prowl car. Matadors were offered to fleet buyers with various police, taxicab, and other heavy-duty packages. Government agencies, military units, and police departments in the U.S. equipped Matador sedans or wagons with 360 cu in (5.9 L) or 401 cu in (6.6 L) V8 engines.
The Matador received a redesign in 1974, in part to meet new safety and crash requirements, as well as a completely different model "to contend with the bull market for plush mid-size coupes that sprang up after the end of the muscle car era."
American Motors advertising assured that the new Matador was not just a name change and facelift, but in reality, it was the 1970 Rebel restyled with a longer front clip and a new interior. The 1971 model year Matadors acquired a "beefier" front end look for all three body designs: 2-door hardtop, 4-door sedan, and station wagon. The AMC Matador shared its basic body design from the firewall back with the Ambassador, which was built on the same platform, but had a longer wheelbase and front end sheetmetal, a formal grille and luxurious trim, as well as more standard equipment that included air conditioning.
While "Matador" may have been a move away from connotations of the Confederacy inspired by the rise of the Civil Rights Movement, it did not help solve the obscurity problem, as AMC adopted a "What's a Matador" advertising campaign. This self-disparaging marketing campaign "turned the styling of anonymity into an asset." Consumer-research polls conducted by AMC found it meant virility and excitement to consumers. However, American Motors ran into problems in Puerto Rico. Matador turns out to have connotations for "killer" on the island where bull-fighting was abolished when the U.S. took control of Puerto Rico.
The Matador station wagons had an available rear-facing third row bench seat increasing total seating from six to eight passengers. In addition, all wagons included a roof rack and a two-way tailgate that opened when the rear window was down either from the top to serve as an extended flat surface that was even with the load floor, or to swing open like a regular door hinged on the left side.
The Matador came with straight-6 or a number of V8 engines. Transmissions for the Matador included the Borg-Warner sourced "Shift-Command" 3-speed automatic, and a column shifted 3-speed manual or a floor shifted 4-speed manual.
Continuing the muscle car trend, The Machine was moved from being a distinct AMC Rebel model to the new Matador only as a performance package option on two-door hardtops. The 1971 version lacked the bold red-white-blue striping of its predecessor, and also had no special identification or badging. Less known than the 1970 original, around 50 Matador Machines were produced for 1971. The package featured 15 x 7 inch slot-styled steel wheels with white-lettered "polyglass" belted tires, dual exhaust pipes, a heavy-duty handling package, power disk brakes, and a choice of either a 360 cu in (5.9 L) or 401 cu in (6.6 L) V8 engine with a manual four-speed or an automatic transmission.
Changes to Matadors were minor until the 1972 model year when the innovative AMC Buyer Protection Plan was introduced. This was the automobile industry's first 12 month or 12,000 miles (19,312 km) bumper-to-bumper warranty. American Motors started with an emphasis on quality and durability by focusing on its component sourcing, improving production that included reducing the number of models, as well mechanical upgrades and increasing the level of standard equipment. This was followed by an innovative promise to its customers to repair anything wrong with the car (except for tires). Owners were provided with a toll-free number to the company, as well as a free loaner car if a warranty repair took overnight. The objective was to reduce warranty claims, as well as achieve better public relations along with greater customer satisfaction and loyalty.
The previous Borg-Warner sourced "Shift-Command" 3-speed automatic transmission was replaced by the Chrysler Corporation-built TorqueFlite 3-speed automatic that AMC marketed as "Torque-Command." The column-shift 3-speed manual continued as the standard transmission, but the optional 4-speed manual was discontinued.
The 1973 model year brought new U.S. National Highway Traffic Safety Administration (NHTSA) regulations that required all passenger cars to withstand a 5-mile-per-hour (8 km/h) front and a 2.5-mile-per-hour (4 km/h) rear impacts without damage to the engine, lights, and safety equipment. Matadors gained stronger front and rear bumpers. The front bumper included self-restoring telescoping shock-absorbers and more prominent vertical rubber guards, while the rear bumper gained vertical black rubber bumper guards that replaced a pair of similar and previously optional chrome bumper guards.
A comparison of 1973 Matador owners conducted by Popular Mechanics indicated increased satisfaction and fewer problems than was the case with the owners of the essentially similar 1970 AMC Rebel three years earlier.
Automobile Quarterly reviewed the 1973 cars and summarized that "AMC actually has a very strong product line, but public awareness of it seems so feeble as to be negligible. ... The Matador became a typical intermediate, an exact counterpart of the Satellite/Coronet or Torino/Montego," and ranked AMC's car as a "good buy."
Second generation (1974–1978)
A major design change was introduced with the 1974 models for both the sedan and wagon, while the two-door became a separate and radically styled coupe. These could be considered the "second generation" Matadors. New passenger car requirements set by NHTSA called for the front and rear passenger car bumpers to have uniform heights, take angle impacts, and sustain 5-mile-per-hour (8 km/h) impacts with no damage. The 1974 AMC Matadors accomplished this with massive bumpers. The four-door sedans and wagons received a new front fascia with a hood and grille featuring a prominent central protrusion that followed the front bumper shape. Matadors with this front fascia are sometimes nicknamed "coffin noses".
Second generation sedans and station wagons continued over all the model years with only minor trim and equipment changes. Powertrains were basically unchanged for all the 1974 to 1978 Matadors. Either an inline six or V8 engines were available with a three-speed automatic transmission. A three-speed manual column-shift transmission was also available with the six-cylinder engine from 1974 to 1976. For 1977 and 1978, all Matadors came standard with the automatic transmission.
A road test by automobile journalist Vincent Courtenay of the 1974 Matador station wagon "praised its performance, handling, and fuel economy considering its size and 360 CID engine." He described it as "a real sleeper on the market. Its performance ranks it in the first line of cars, yet it's reasonably priced."
Changes for the 1975 model year were minor as AMC focused on the development and introduction of its innovative Pacer, but Matadors now included a standard "no maintenance" electronic ignition developed by Prestolite. All U.S. market Matadors featured catalytic converters that required the use of unleaded regular-grade fuel. New "Unleaded Fuel Only" decals were placed by the fuel filler door and on the fuel gauge. Steel-belted radial tires were now made standard equipment on all Matadors.
American Motors' executives saw an opportunity to replace the "uninspired" Matador two-door hardtop with a new design to capture people looking for exciting, sporty styling in a market segment that was outpacing the rest of the automobile market; and were looking to answer the demand for plush mid-size coupes after the end of the muscle car era.
The 1974 model year introduced an aerodynamically styled fastback coupe with pronounced "tunneled" headlight surrounds. The Matador coupe was the only all-new model in the popular mid-size car segment. The coupe was designed under the direction of AMC's Vice President of Styling, Richard A. Teague, with input from Mark Donohue, the famous race car driver. AMC's Styling Department had greater freedom because of a decision to design the new Matador strictly as a coupe, without the constraints of attempting to have the sedan and station wagon versions fit the same body lines. Reportedly Teague designed the coupe's front as an homage to one of the first AMCs he designed, the 1964 Rambler American. Many were amazed that AMC came up with the fast, stylish Matador, considering the automaker's size and limited resources.
The coupe's wind-shaped look was enhanced by a very long hood and a short rear deck. The Matador coupe stands out as one of the more distinctive and controversial designs of the 1970s after the AMC Pacer. The Matador coupe was named "Best Styled Car of 1974" by the editors of Car and Driver magazine. In contrast to all the other mid-sized and personal luxury two-door competition during the mid- to late-1970s, the Matador coupe did not share the requisite styling hallmarks of the era that included an upright grille, a notchback roof, and imitation "landau bars" or opera lights. A Popular Mechanics survey indicated "luscious looks of Matador coupe swept most owners off their feet" with a "specific like" listed by 63.7% of them for "styling".
Sales of the coupe were brisk with 62,629 Matador Coupes delivered for its introductory year, up sharply from the 7,067 Matador hardtops sold in 1973. This is a respectable record that went against the drop in the overall market during 1974 and the decline in popularity of intermediate-sized coupes after the 1973 oil crisis. After it outsold the four-door Matadors by nearly 25,000 units in 1974, sales dropped to less than 10,000 in 1977, and then down to just 2,006 in the coupe's final year. Nearly 100,000 Matador Coupes in total were produced from 1974 through 1978.
American Motors executives, including Vice President of Design Richard A. Teague, described design plans for a four-door sedan and station wagon based on the coupe's styling themes that did not reach production.
James Bond movie
The Man with the Golden Gun features the newly introduced coupe - along with Matador 4-door police cars (painted in the black and white livery used by the Los Angeles Police Department) and a Hornet X hatchback. This was Roger Moore's second appearance as the British secret agent. The Matador is the car of Francisco Scaramanga, and along with Nick Nack, they use the "flying" AMC Matador to kidnap Mary Goodnight and make their escape. "Bond is foiled by perhaps the best trick a getaway car has ever performed" as the Matador transforms into a plane to fly from Bangkok to an island in the China Sea. The whole automobile is turned into a light airplane when wings and a flight tail unit are attached to the actual Matador coupe (that served as the fuselage and landing gear). The idea was based on the Taylor Aerocar design of a roadable aircraft. The machine for this Bond movie was 9.15 metres (30 ft) long, 12.80 metres (42 ft) wide, and 3.08 metres (10 ft) high. A stuntman drove the "car plane" to a runway. The machine was not airworthy and could only make a 500-metre (1,640 ft) flight, so a meter-long (39-inch) model was used for the film's aerial sequences. The scenes show the remote controlled scale model built by John Stears.
According to some critics, the movie "didn't offer much to recommend it other than the clever use of cars" such as the conversion of car into an airplane. The "flying AMC Matador" machine was exhibited at auto shows. It was part of AMC's marketing efforts for the aerodynamically designed coupe, as well as publicity exposure for the concept of unique flying machines.
A special Oleg Cassini edition of the Matador coupe was available for the 1974 and 1975 model years. American Motors had the famous American fashion designer develop a more elegant luxury oriented model for the new coupe. Cassini was renowned in Hollywood and high-society for making elegant ready-to-wear dresses, including those worn by Jacqueline Kennedy. Cassini himself helped promote the car in AMC's advertising.
The special Oleg Cassini Matador was positioned in the popular and highly competitive "personal luxury car" market segment at that time. The Cassini Coupe was unlike all the other personal luxury competitors. The new Matador did not have the typical vintage styling cues of formal upright grille and squared-off roof, though the rear quarter windows were restyled to resemble small opera window openings. The new "smooth and slippery" two-door featured "marks of haute couture" with the "upholstery, panels and headliner done in jet black, with carpets and vinyl roof in a copper accent color. Outside, striping, rub rails, wheel covers and a crest mark the Matador as Cassini's." The Cassini Coupes were limited to black, white, or copper metallic exterior paints, and all came with the vinyl covered roof. They also featured copper-colored trim in the grille, headlamp bezels, in turbine-type full wheel covers, and within the rear license plate recess.
The interior was a Cassini hallmark featuring a special black fabric with copper metal buttons on the individual adjustable and reclining front seats and on the padded door panels, that was set off by extra thick copper carpeting. Additional copper accents were on the steering wheel, door pulls, and on the instrument panel. Embroidered Cassini medallions were featured on the headrests. The glove compartment door, trunk lid, front fender, and hood featured Cassini's signature.
In 1976, a "Barcelona" option offered an alternative to the personal luxury cars offered by other automakers such as the Chrysler Cordoba and Chevrolet Monte Carlo. For 1977 and 1978, the "Barcelona II" coupe featured a padded Landau roof and opera windows, styling cues that were required at that time by buyers in the highly popular two-door "personal luxury" market segment. At first it was available in only one distinctive two-tone paint pattern consisting of Golden Ginger Metallic with Sand Tan. For the 1978 model year, the Barcelona came in a second color scheme: an Autumn Red Metallic on Claret Metallic combination. For its final production in 1978, the Barcelona model was also available on the four-door sedan body style.
The Barcelona included numerous comfort and appearance upgrades in addition to the extensive standard equipment that came on all Matadors. The special items were: individual reclining seats in velveteen crush fabric with woven accent stripes, custom door trim panels, unique headliner, headlight bezels painted accent color, black trunk carpet, rear sway bar, GR78x15 radial whitewall tires, color-keyed slot styled wheels, body color front and rear bumpers, two-tone paint, landau padded vinyl roof, opera quarter windows with accents, dual remote control mirrors painted body color, Barcelona medallion on glove box door and fenders, 24 oz (680 g) carpeting and bumper nerfing strips. The standard roll-down rear quarter windows were converted into fixed "opera windows" with fiberglass covers over the stock openings that were finished with padded vinyl inside and out.
Motor Trend magazine road tested a 1977 Barcelona II coupe and found it to be equal to all in the objective areas, as well as one of the most distinctive vehicles on the road that "makes a good deal of sense" ... "if you're nor put off by the Matador's unique lines."
Penske Racing prepared factory-backed Matador hardtops and coupes were used in NASCAR stock car tracks. Drivers included Indy winner Mark Donohue and Bobby Allison, and they won a number of races. The company's effort "raised eyebrows" for many NASCAR veterans because AMC was not known for cultivating a racing image. Racing pundits "initially scoffed at the notion of an AMC entry" on the circuit, but "the Matador acquired a fan following of its own."
Holman-Moody built a pair of 1972 2-door hardtop "Bull Fighters" for Penske as the marque's first attempt at NASCAR in 1973. The Matador was one of the first oval stock car to use disc brakes. After Donohue won the Western 500 with the first generation Matador hardtop with four wheel discs, other teams soon followed with the upgrade.
The new 1974 coupe replaced the previous "flying brick" two-door hardtop design. Penske was quoted as saying that they did what they could with the old hardtop, and it did better on tracks with more curves and fewer straightaways. Donohue did not survive to drive the new aerodynamically designed fastback coupe, that many believe was aimed at NASCAR racing. The five wins for the AMC Matador are:
- Winston Western 500 - Riverside - Mark Donohue - January 21, 1973
- Los Angeles Times 500 - Ontario - Bobby Allison - November 24, 1974
- Winston Western 500 - Riverside - Bobby Allison - January 19, 1975
- Rebel 500 - Darlington - Bobby Allison - April 13, 1975
- Southern 500 - Darlington - Bobby Allison - September 1, 1975
Bobby Allison also won the non-points Daytona 125 qualifying race on 13 February 1975, and finished second in the Daytona 500 three days later.
Though the full-sized AMC Ambassador was also offered as a police car, the Matador would prove to be very popular. The largest user of Matador patrol cars was the Los Angeles Police Department (LAPD), primarily from 1972 to 1974, with some staying in service until the mid-1980s. After extensive testing of the special police models offered by Chevy, Ford, and Chrysler, the LAPD chose the AMC Matador because they "out handled and out performed all the other cars." The LAPD police Matadors included among other special equipment: T-2 can lights, a five-channel Motorola Motrac 70 radio, a Federal siren, and a "Hot Sheet Desk" with a Roster gooseneck lamp.
Matador sedans and station wagons was also used by other agencies, including the Los Angeles Sheriffs Department and many other law enforcement agencies across the U.S. and Canada, as well as by military police units.
While V8 power was down for many domestic sedans, AMC used a 401 cu in (6.6 L) V8 engine that outpowered most other police vehicles. Tests of the 1972 AMC Javelin pony car and Matador sedan equipped with the 401 V8s resulted both running the quarter-mile dragstrip in the 14.7-second range. Zero to 60 miles per hour (97 km/h) times were within 7 seconds, comparable to a 2006 Hemi Charger police car. Top speed was about 125 miles per hour (201 km/h), which took only 43 seconds, much faster than the previously used Plymouth Satellites.
The high-performance 401 V8 was last available in 1975 only for fleet and police ordered sedans.
The 1974 models would be the last year for the LAPD's purchase of the Matador. The second-generation longer-nosed restyle and the 5-mile bumpers added weight that affected handling and performance. Moreover, after 1976, AMC "let the police car business go as it causes too many problems."
Matador police cars would appear in many television shows and movies during the 1970s, most famously, Adam-12 from 1972 until the show's end in 1975, Police Academy, and in The Rockford Files beginning in 1974.
Knock-down kits were shipped from AMC's Kenosha, Wisconsin factory for assembly in AMI's facilities in Port Melbourne, Victoria. In addition to the modifications needed for Australian standards and market requirements, changes included the use of "local content" sourced parts and components (such as such as seats, carpeting, lights, heaters, and even unique "R"-logo wheel covers) that reduced the tariff added to each car. All AMI Matadors had right-hand drive that necessitated a unique dashboard and instrument panel, Although most of the exterior model year changes corresponded to those of U.S. production, the right-hand-drive Ramblers did not receive updated interiors as frequently.
Starting in 1971, the AMI Matador was available in sedan, wagon, and coupe body styles. Standard equipment included automatic transmission, power steering, power windows, air conditioning, and an AM radio. The engine in the later years was AMC's 360 cu in (5.9 L) V8. Among the options were an exterior mounted sun visor, vinyl roof cover, tow hitch, and mud flaps. Sales of the lave-sized Matadors dropped after 1974. The second generation Coupe version was assembled by AMI in limited quantity for only one year.
The AMI Matadors may be the last to carry the "Rambler" automobile name.
U.S.-built left hand drive Matadors were exported to the European continent.
Continuing the concept of VAM's version of the AMC Rebel, the Mexican Matador models were only available as a single trim level and in four-door sedan and two-door hardtop forms in their initial year. The hardtop retained the Rambler Classic SST name while the four-door sedan changed from Rambler Classic 770 to Rambler Classic DPL. Both body styles saw the same features as the 1971 AMC Matadors and were almost equal with only few exclusive characteristics for each. Standard equipment consisted of four-wheel manual drum bakes, manual steering, 170 bhp (127 kW; 172 PS) gross at 4600 RPM 252 cu in (4.1 L) I6 engine with Carter WCD two-barrel carburetor and 9.5:1 compression ratio, fully synchronized three-speed manual transmission with column shift, 10-inch heavy duty clutch, 3.54:1 rear differential gear ratio with manual transmission, 3.07:1 rear differential gear ratio with automatic transmission, electric two-speed wipers, electric washers, rectangular full-length 200 km/h speedometer, electric analog clock, collapsible steering column with built-in ignition switch, luxury custom steering wheel, courtesy lights, cigarette lighter, dashboard ashtray, locking glove box, wide individual front seats (hardtop), front bench seat (sedan), two-point front seatbelts, front and rear side armrests, dual rear ashtrays, single round dome light (sedan), dual C-pillar dome lights (hardtop), dual coat hooks, bright molding package, luxury wheel covers, and driver's side remote mirror. Optional equipment included power drum brakes (standard with automatic transmission), power steering, heavy duty suspension, automatic transmission, heater with front defroster, vinyl roof, remote-controlled driver's side mirror, passenger's side remote mirror, bumper guards, bumper tubes, and locking gas cap.
For 1972, all VAM cars received the same revisions and improvements of the AMC models. The Classic line saw upgrades in the replacement of the 252 cu in (4.1 L) six in favor of the 282 cu in (4.6 L) with gross 200 bhp (149 kW; 203 PS) at 4,400 RPM with Carter ABD two-barrel carburetor, 9.5 compression ratio, and 266 camshaft. Power brakes with front disks became standard equipment regardless of transmission, a Chrysler A998 three-speed automatic transmission in place of the older Borg-Warner automatics, heavy duty suspension with front sway bar, improved heater with revised controls placed to the right of the steering column, and new two-round-pod instrument cluster. New wheel cover and grille designs were noticeable on the exterior, while seat patterns and side panels were also updated.
Since its redesign in 1970, the hardtop body style started to drop in sales and the front end facelift of 1971 did not help to reverse the trend. VAM did not want to drop it leaving it without a mid-sized two-door. The model was an all-new limited edition with a sportier focus, as well as featuring more appointments similar to a personal luxury car. This became the VAM Classic Brougham, with the name "Rambler" removed to rejuvenate the line, while the four-door sedan became the VAM Classic DPL. The Brougham included as standard equipment power steering, three-speed automatic transmission with floor-mounted shifter (the same unit as the U.S. Rebel Machine models), center console with locking compartment, individual high-back bucket seats (shared with the VAM Javelin), bright trim for pedals, heater, AM/FM stereo radio with four speakers, tinted windshield, and a remote controlled driver's side remote mirror. Despite the marketing and high level of equipment, the public saw it as the previous model. The only external differences with the previous model were limited to the colors, the grille, the standard vinyl roof and the wheel covers. The price was higher than that of the Rambler Classic SST and it did not increase sales for the year, ending below VAM's expectations.
Because of the low sales of the Classic Brougham hardtop, the Classic DPL four door sedan became the only Matador version produced by VAM for 1973, with Javelin being the largest two-door model offered by the company. The 1973 Classic DPLs were virtually the same to their previous year's counterparts with differences only in seat and side panel designs as well as the grille design.
The generational change that AMC Matadors received for 1974 in the United States was also introduced in Mexico. The Classic DPL obtained the longer "coffin nose" front clip design complete with the change from dual headlights to single units, grille-mounted parking lights as well as five-mile-per-hour bumpers with standard bumper guards. The rear licence plate was relocated to the center of the rear panel and obtained new longer rectangular taillights. The interior saw the all-new padded dashboard with three squared pods for instruments (emergency lights, gasoline level and water temperature to the left, 200 km/h speedometer at the center and the electric clock on the right) and a horizontal radio design. Seats and interior door panels were once again redesigned. Units ordered with the automatic transmission also included power steering and a heater. The beginning of automotive engine emission certification in Mexico affected the 282 cu in (4.6 L) six, which changed to a lower 8.5:1 compression ratio. The rear differential gear ratio was changed to 3.31:1 for both transmissions.
The biggest news of the year was the arrival or a new two-door model, AMC's Matador coupe. Unlike all previous (Matador and Rebel) models, it was available in two different trim levels; the sporty Classic AMX equivalent to the AMC Matador X model and the luxury Classic Brougham equivalent to the AMC Matador Brougham coupe model. Both versions were mechanically the same, carrying the same technical specifications as the Classic DPL models. Their main differences relied in appearance and accessories. The Classic AMX sported VAM's inhouse five-spoke wheels with volcano centercaps and trim rings, a blackedout grille and a rally stripe surrounding the full length of the car with an integrated AMX emblem on the right corner of the trunk lid; the Classic Brougham had a standard vinil roof cover with its respective moldings, wheelcovers (new design for the year), standard grille and "Brougham" emblems over the C-pillar bases. The Classic AMX showcased a three-arm spoked sports steering wheel, high-back fold-down individual bucket seats, center console with locking compartment, floor-mounted gearshift, and AM/FM radio. Despite the sportiness of the model, intended to take the place of the Javelin as VAM's top-of-the-line performance model as well as the image and enthusiast builder, the side armrests were the standard designs used in the Matador base models of the U.S. On the other hand, the Classic Brougham sported a custom sports steering wheel and column-mounted shifter with a fold-down split-back bench seat and AM radio. Unlike the Classic DPL, both the Classic AMX and the Classic Brougham included the automatic transmission, power steering and heater as standard equipment. A unique characteristic of the 1974 VAM Classic AMX was the shifter because it was the Javelin's "aircraft" U-shaped design.
For 1975, changes on all three versions were few. The Classic DPL obtained a new grille design with rectangular parking lights alongside new seats and door panels. The luxury steering wheel obtained a new design for the both Classic DPL and the Classic Brougham. Both coupe models obtained new interior door panels with AMC's full length X-model side armrests; the panels of the sports version also carried an etched "AMX" emblem over the vinyl near the top front corner of the door. The Classic AMX also featured AMC's X-model floor-mounted shifter design. All three versions shared the upgrades of electronic ignition, a vacuum gauge in place of the electric clock, a 282 cu in (4.6 L) I6 with a lower 7.7:1 compression ratio, and Holley 2300 two-barrel carburetor. There were more changes for the 1976 model year. The Classic DPL and Brougham featured a new design for wheel covers. Both coupe models obtained a new grille design divided in two portions with squared parking lights. The Classic AMX had a new and more discreet side decal covering only the front fenders and a new metal "AMX" emblem on the trunk lid corner. All three versions shared a new 160 km/h speedometer, tinted windshield, and seat designs that were based in AMC's Oleg Cassini units for the Matador coupes. These were color-keyed with the rest of the interior, the most unique ones were those of the AMX as they were individual and included adjustable headrests with integrated Cassini crests and reclining mechanism. This is the only case of a VAM car close to the various U.S. AMC designer cars.
The Classic line was discontinued in the middle of the 1976 model year. VAM was looking forward to introducing the Pacer model to Mexican market, which would represent its fourth product line, while Mexican legislation at the time allowed only three per marque. Having both the Classic and the Pacer in the luxury market segment would have also caused internal competition. VAM picked the new Pacer as its flagship model. Starting in 1977, VAM's most luxurious model was the Pacer, and its largest sized models were the Americans (AMC Hornets).
New Zealand had right hand drive Rambler Matadors assembled under license from AMC by Campbell Motor Industries (CMI) in Thames. The CMI Ramblers used Canadian-sourced complete knock down (CKD) kits. They featured modifications for the New Zealand market including continuing the use of the Rambler marque. Matadors were assembled by CMI until 1975, along with other brands, with the company them becoming Toyota New Zealand.
The Rambler name was used on right hand drive Matador models sold in the UK. The cars were supplied by AMI up to 1976, but the final 1977 models in the UK were regular LHD versions imported from the U.S.
End of the line
During the late 1970s, the domestic automobile market was moving to smaller cars. The large-sized Matador was no longer attractive to customers demanding more economical cars as fuel and money became increasingly worrisome problems after the 1973 oil crisis and the continuing double digit domestic inflation.
Lacking the financial resources for a full redesign (partly because of the expensive tooling costs of the coupe), AMC dropped the large Ambassador after 1974, while the Matador was discontinued after 1978, around the same time as Ford moved their full-size nameplates to a smaller platform. The downsized 1977 Chevrolet Impala also spelled doom for large intermediates from AMC and Chrysler. American Motors responded to the declining demand for large cars by introducing new nameplate in 1978, the AMC Concord. The Concord was an upmarket restyling and positioning of the compact AMC Hornet which had the same 108-inch (2,743 mm) wheelbase as the redesigned intermediate 1978 Chevrolet Malibu. It was presented as combing an "easy-to-handle size with a roomy sumptuous interior" and in contrast to the Matador coupe, with "overall styling was pleasant ... would not offend anyone" This was the first full-line of economical, compact-sized cars with luxurious trim, features, and comfort levels previously available in larger automobiles.
American Motors did not have another large car until the Eagle Premier that was developed with Renault's partnership and introduced to the marketplace following the purchase of AMC by Chrysler in 1987.
While well-restored examples of Matador sedans can still be purchased for under $3,000, ads have been published asking over $10,000 for restored coupes.
Hemmings Classic Car magazine listed the 1974–78 Matador Coupe as one of their 19 pieces of rolling proof that the old-car hobby need not be expensive and described the Coupe as "possibly one of the most distinctive shapes to come out of the 1970s, and arguably a style pinnacle for the personal luxury movement", the James Bond movie role, as well as its NASCAR history.
An article in 1991 entitled "Cool Cars Nobody Wants" describes the 1974–75 AMC Matadors as a collectable, stating: "long considered the automaker to geeks, American Motors began its slow decline, we believe, when the liberal do-gooders who made up its core market began earning enough money to buy Scandinavian cars."
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|Wikimedia Commons has media related to AMC Matador.|
- (Archived) A brief history of the Matador
- The Coupe Coop, a website dedicated to the Matador coupe
- (Archived) MatadorSedan.com
- (Archived) Vintage LAPD Matador
- (Archived) AMC Police Car Registry
- (Archived 2009–10–24) Matador racing history
- AMC Matador at the Internet Movie Cars Database
- AMC Rambler Club — Club for 1954 – 1988 AMCs.
- American Motors Owners — Club for 1958 – 1987 AMCs.
|American Motors (AMC) road car timeline, United States market, 1954–1987 Eagle »|
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