The Rambler American is a compact car produced by American Motors Corporation (AMC) from 1958 until 1969. Representing the second incarnation of the influential compact Rambler lineage that originated with AMC's forerunner, Nash Motors, in 1950. This version continued to be marketed under the Nash and Hudson marques during the 1954 and 1955 model years following the merger of the two automakers in 1954.
The Rambler American spanned three generations: 1958–1960, 1961–1963, and 1964–1969. Its final model year, 1969, was the last automobile to carry the historic Rambler name in the U.S. and Canadian markets. The Rambler American was also marketed or assembled under license in Australia, Iran, Mexico, Argentina, and South Africa. The Rambler American was available in right-hand drive versions. AMC also shipped CKD units to be assembled in other countries.
The compact Rambler American was among the lowest-priced cars built in the U.S. which earned popularity for its low cost of ownership. Numerous victories in the Mobil Economy Run competitions validated this reputation. While initially lauded for its practicality, the American's image expanded with the optional second-generation AMC V8 engine in late 1966. This transformation made them compact "muscle" models, culminating in the version developed with Hurst Performance, marketed as the "SC/Rambler".
The Rambler American platform also served as the foundation for other designs. A youth-oriented concept car, the 1964 Rambler Tarpon, showcased a fastback design that foreshadowed the styling of the 1965 Rambler Marlin. The platform transitioned to sporty pony cars with the 1968 AMC Javelin. It was further reconfigured for its replacement model, the 1970 AMC Hornet. The Rambler American exemplifies AMC's strategic agility, blending economy, innovation, and performance.
Development
The genesis of the Rambler American began with the Nash Rambler, introduced in 1950. AMC President George Mason believed in small cars and introduced the Austin-built, Nash-designed Metropolitan in 1954. The Rambler line grew to a larger size ( wheelbase) in 1956. With costs to produce the Metropolitan rising, AMC decided to reintroduce a modified version of the 1955 Nash Rambler (the previous wheelbase model). The domestically produced small car let AMC control costs more closely. The new president of AMC, George W. Romney, also wanted to build momentum in challenging the domestic Big Three automakers by adding a third car line. The introduction of the low-priced small Rambler was ideal as the nation entered into a recession in 1958.)
The first proposals were to modify AMC's captive import by extending the Metropolitan with a station wagon-type roof design to make room for four passengers. The wheelbase of the Metropolitan, though, severely limited the necessary interior room, and costs of the overseas-built model were harder to control. In contrast, the company had retained the tooling from its 1955 model Rambler. The old model's wheelbase fit between its bigger family-sized wheelbase Ramblers and the small import. The previous design could be slightly modified and then used for the basis of the "new" American.
American Motors' financial condition meant it could not afford to develop an entirely new model. The reintroduction of the old model leveraged Rambler's renown for fuel economy and wins in the Mobil Economy Runs, with the consumer's need for a smaller and more efficient alternative to the standard-sized cars that were marketed by the domestic Big Three at that time.
First generation
1958
Using the platform of the Nash Rambler, American Motors' designers gave the car a new grille and more open rear fender wells, giving the car a lighter appearance than that of the earlier car, which had hidden its rear wheels behind deeply skirted fenders. The original taillights were turned upside down, saving money on retooling. This design was originally mandated by Nash's Airflyte styling motif, which sought to reach for the blinding optimism of post-World War II transportation. The car's seemingly narrow track was not much different from the industry standard, but rather an illusion fostered by the bulbous bodywork.
Romney worried about cannibalizing sales of his larger, more profitable senior Ramblers, so for 1958, the American was available only as a two-door sedan (senior Ramblers came only in a variety of four-door body styles). The only engine was a flathead six producing . The American went on sale late January 1958, with a minimum of marketing and promotion. It was available in two trims, a base Deluxe model at allowing AMC to claim it to be the lowest-priced car made in America as well as a Super trim version for $1,874, offering more "luxuries". The car was advertised as being the only small car with an automatic transmission. All Americans were completely dipped in rust proofing.
The automotive press was positive to the reintroduced model. Tom McCahill wrote in Mechanix Illustrated, "There isn't a better buy in the world today." He continued, "The Rambler American ... is an ideal-size small family car... It will give up to 30 miles on a gallon of gas (and more, with overdrive) and will outperform any imported sedan selling for under $2,000 except in the cornering department... It is by far the most rattle-and-squeak-free 1958 Detroit product I've driven-and I've driven them all!"
Reports by owners praised the car's economy of operation, but ranked at the top its ease of handling. A "workhorse" priced at under $2,000, "it doesn't look as though every penny was pinched out of it", but retains a "chic look". The American found 30,640 buyers during the abbreviated 1958 model year, and helped Rambler become the only domestic make to post an increase in sales that year.
1959
A two-door station wagon was added to the line in 1959. With the larger Rambler Six wagons offered only as four-door models, AMC's management thought little sales cannibalization from the American would occur. The Deluxe wagon was priced at $2,060, while the $2,145 Super version included a standard cargo-area mat and roof rack. A Deliveryman commercial wagon, with no rear seat and an extended cargo floor, was available, but found few takers. Self-adjusting brakes were added in 1959.
Rambler sales increased in 1959, and AMC struggled to keep up with demand, as production tripled to 91,491 Americans, with 32,639 (almost 36%) made up by the new wagon. The two-door sedans each sold nearly as well, also, at 29,954 for the lower-priced Deluxe and 28,449 for the top-line Super.
1960
For the 1960 model year, the Rambler American line added a four-door sedan body style and a third trim level, a top-of-the-line Custom. The new four-door rode on the same wheelbase as the other models and was meant to battle the newly introduced compacts from the Big Three, the Ford Falcon, Chevrolet Corvair, and Plymouth Valiant.
The new Custom model came standard with a new overhead valve engine with a slightly higher compression ratio of 8.7:1 producing an additional , for a total output of , while the base models retained the flathead as the standard engine. The flathead six had no visible intake manifold since it was integrated within the cylinder head, while the exhaust manifold is a "log-type" that looks like a long tube. All models received an enlarged gas tank, now capacity, while power steering was a new option.
Even in the face of the new competition from much larger automakers, the compact Rambler American enjoyed appeal not only because of its low initial price, economy, and high gas mileage, but also because its resale values ranked among the highest. The suggested delivered price for the Deluxe two-door sedan was $1,795, and it was advertised as the lowest-priced car in America.
Demand for the small-sized American continued to grow, as sales increased to 120,603 units (of which 44,817 were two-door sedans, 46,973 four-door sedans, and 28,813 station wagons). This helped AMC achieve 7.5% of the U.S. market with a total Rambler sales of 485,745 and third place among domestic brands.
Second generation
The second-generation Rambler American was achieved through a heavy restyling of the previous year's model under AMC's styling Vice President Edmund E. Anderson. While mechanically identical to the 1960 model, Anderson's restyle resulted in a car that was three inches (76 mm) narrower and shorter in its exterior dimensions with an overall length of , but increased in its cargo capacity. Continuing to ride on the wheelbase, the American's new styling was more square (sometimes described as "breadbox") instead of the round "roly-poly" shape (or "bathtub"), and the visual connection with the original 1950 Nash model had finally disappeared along with the last of the engineering compromises required to accommodate George Mason's favored skirted front wheels as the new skin, designed from the outset with open wheel arches in mind, reduced overall width a full three inches. Popular Mechanics wrote "seldom has a car been completely restyled as the 1961 Rambler American and yet retain the same engine, driveline, suspension on the same unit body". All outside sheet metal was changed, but the side window frames remained the same as previous models. Only the rear glass was changed to conform to the new roofline. The firewall and dashboard were new stampings that also changed the clutch and brake pedal mountings from under the floor to the firewall.
1961
For 1961 the American line added a four-door station wagon and a two-door convertible for the first time since 1954. It featured a power-operated folding top with roll-down door glass, rather than the fixed side-window frames of the original design. Passenger room increased from five to six.
The straight-six engine was modernized with an overhead-valve cylinder head for higher-grade models, but the base cars continued with the flathead engine.
American Motors built a new assembly plant in Brampton, Ontario, Canada, for the production of Rambler Americans, as well as the larger Rambler Classics.
1962
Setting new sales records, American Motors continued its "policy of making changes only when they truly benefited the customer." The 1962 model year Rambler American lineup was essentially the same as in 1961. However, model designations changed with the base models designated "Deluxe", a mid-level trim called "Custom" displaced the Super, and the previous Custom top trim became a 400.
American Motors incorporated a new brake system in all 1962 Rambler models. The "Double-Safety" braking featured a tandem master cylinder with one hydraulic circuit for the front brakes and a second for the rear brakes. Operating normally in unison, braking would still be available should there be a puncture in a hydraulic line. Only the Rolls-Royce, Jaguar, and the 1962 Cadillac offered this advanced safety feature. Regulations in the United States finally mandated twin-circuit brake systems on all cars starting with 1967 model year production.
A new "E-stick" option combined a manual three-speed transmission with an automatic clutch as a low-cost alternative to the fully automatic transmission. The E-stick was also available with an overdrive unit. The system was priced at $59.50 but offered stick-shift economy, performance, and driver control without a clutch pedal by using engine oil pressure and intake manifold vacuum to engage and disengage the clutch when shifting gears. However, the system was complex and the option did not sell well.