The AMC Matador is a car model line manufactured and marketed by American Motors Corporation (AMC) across two generations, 1971–1973 (mid-size) and 1974–1978 (full-size), in two-door hardtop (first generation), coupe (second generation), four-door sedan and station wagon body styles.
1975 AMC Matador sedan
|Manufacturer||American Motors Corporation|
|Designer||Richard A. Teague|
|Body and chassis|
AMC Ambassador (since 1974)
With its second generation, the Matador became AMC's largest automobile after the 1974 discontinuation of the Ambassador that shared the same platform. Premium trim levels of the second generation Matador coupe were marketed as the Barcelona and Oleg Cassini (after the noted fashion designer) positioning the coupe in the personal luxury segment.
Abroad, Matadors were also marketed under the Rambler marque and were assembled under license, including in Mexico by Vehículos Automotores Mexicanos (VAM) and in Australia with right-hand-drive by Australian Motor Industries (AMI).
The 1971 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, four-door sedan and station wagon body styles. The Matador shared a modified platform with the full-size Ambassador line.
Sedan and wagon models "offered excellent value and were fairly popular" cars. Matadors were offered to fleet buyers with various police, taxicab, and other heavy-duty packages. They were popular with government agencies and military units, with police departments in the U.S. equipped Matador sedans and 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. The previous two-door hardtop body design was replaced with a completely different 2-door coupe model "to contend with the bull market for plush mid-size coupes that sprang up after the end of the muscle car era". It also featured a design that was praised by owners along with complains about its low roofline. The design of the Matador coupe has been described as "polarizing" as well as being "an evocative, swoopy coupe that perfectly captured the design ethos of the era."
Factory-backed first-generation hardtops and second-generation coupes competed in NASCAR stock car racing from 1972 to 1975. Drivers included Mark Donohue and Bobby Allison winning several races including the 1975 Southern 500 at Darlington. Matadors were available equipped for police and were featured in television shows and movies during the 1970s. The Matador coupe was featured and a scale model was used as a flying car in The Man with the Golden Gun, a James Bond film released in 1974.
First generation (1971–1973)Edit
1972 AMC Matador station wagon
|Body and chassis|
|Wheelbase||118 in (2,997 mm)|
Matadors for 1971 received a revised front styling for all body styles, sharing its body design from the firewall rearward with the Ambassador and the same platform. Revision included a longer wheelbase and revised front styling, grille, chrome trim. From the 1970 Rebel, the 1971 model retained the same trunk lid chrome strip and rear-corner chrome garnishes; rear bumper with revised rounded-square lenses; interior dash, instrument cluster, steering wheel, and armrests; and the 1967–1970 Rebel "Weather Eye" fan-heat control unit. Standard equipment included air conditioning. The 1971 model offered split-bench front seating with individual fold-down center armrests for passenger and driver.
As a restyled 1970 Rebel, advertising suggested the Matador was not just a name change and facelift. The new nameplate distanced the car from the previous nameplate's association with the Confederacy, and a "what's a Matador" advertising campaign established a distinct marketing identity. 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. American Motors ran into problems in Puerto Rico, where the term "matador" retained a bullfighting "killer" connotation.
Station wagons offered optional rear-facing third-row bench seats, increasing seating from six to eight passengers. Standard equipment included a roof rack and two-way tailgate — that could open from a bottom hinge (with window retracted) to extend the load surface, or swing door-like from a left-hinge.
The Matador came with a straight-6 or a number of V8 engines. Transmissions for the Matador included the Borg-Warner sourced "Shift-Command" three-speed automatic, a column-shifted three-speed manual and a floor-shifted four-speed manual.
Where the Rebel Machine was a distinct 1970 model, the Matador offered a performance package option, marketed as the Go Package, for all body styles. The Matador two-door Go Package option lacked the optional red, white, and blue striping; special model identification or exterior badging of its predecessor.
Approximately 50 Matador Machines were produced for 1971. The package featured 15 × 7-inch slot-styled steel wheels with white-lettered Goodyear Polyglas tires, dual exhaust system, a heavy-duty handling package, power disk brakes, and a choice of either a 360 cu in (5.9 L) ($373 option) or the 401 cu in (6.6 L) V8 engine (for $461) with either a four-speed manual or a three-speed automatic transmission.
In 1972 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" three-speed automatic transmission was replaced by the Chrysler-built TorqueFlite three-speed automatic that AMC marketed as "Torque-Command." The column-shift three-speed manual continued as the standard transmission, but the optional four-speed manual was discontinued.
Externally the 1972 model was the same as the 1971 model, retaining the same front end but with a simplified grille. The chrome trunk lid strip and rear corner chrome of the 1970 Rebel and 1971 Matador was dropped. The 1972 model was given a new tail light lens assembly with each assembly divided into nine recessed vertically rectangular lenses. Interior-wise the 1972 model saw the return of the round instrument dials of earlier Ambassador and 1967 Rebel models. The steering wheel was the same as the 1970 Rebel and 1971 Matador models. New for the 1972 model were slimmer arm rests for the doors and a bench seat without the fold-down center armrests. Individual reclining front seats were an option.
Matador hardtop, sedan, and station wagon body styles came in only one trim model for 1973, with numerous appearance and comfort options. 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. Aside from the changes to the bumpers, the design of the 1973 model was identical to the 1972 model with the exception of new tail light lens assemblies and a slightly different grille pattern. The full-width bench seat was standard with 50/50 individually adjustable and reclining seats were optional on all body styles. The station wagons came with "Uganda" vinyl upholstery, while the two-door hardtops offered optional front bucket seats.
All V8 powered Matadors came with a TorqueFlite 998 automatic transmission and a column-mounted automatic shifter. The 232 cu in (3.8 L) I6 was the base engine with a column-mounted three-speed manual transmission, with a 258 cu in (4.2 L) I6 optional, with which only the station wagon could be ordered with a manual transmission because almost all six-cylinder powered Matadors came with TorqueFlite 904 automatics.
Promotional and publicity efforts for the Matador included sponsorship at NASCAR racing events. Mark Donohue drove a two-door hardtop prepared by Roger Penske on the road course at Riverside, California, on January 21, 1973, lapping the entire field to win this NASCAR Cup Series race. This was also Penske's first NASCAR victory at the Winston Western 500, with Donohue's Matador leading 138 out of the 191 laps.
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.
The intermediate-sized car market segment was growing to almost 20% of the total market by 1973, but the hardtop was the slowest-selling version in the Matador line, "in a segment where two-door hardtops were customarily the most popular (and profitable) models." 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)Edit
1975 Matador base model sedan
|Body and chassis|
American Motors was facing many challenges in a dynamic marketplace. The strategy to redesign the Matador for the 1974 model year was an example of the changes that Gerald C. Meyers, vice president of product development, wanted for AMC's mid-sized product range. The intermediate sized cars were best sellers in the U.S. and the two-door hardtops or coupe versions most popular with consumers. Because styling was their greatest selling point, a decision was made to develop a new version of the Matador as a coupe, thus giving designers the freedom to style "rakishly as sheet metal could be made to look" and eliminating the limits of making sedans and station wagons with the same lines.
The results were introduced with the 1974 Matadors with major front and rear changes to the four-door sedan and station wagon versions, while the two-door model became a separate and radically styled pillared coupe. The previous hardtop design was discontinued and the new two-door model no longer shared any body parts with the sedan or wagon. The coupe's roofline was significantly lower and its wheelbase was 4 in (102 mm) shorter compared to the four-door Matadors. These are considered to be 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. All the 1974 Matadors accomplished this with massive front and rear bumpers mounted on energy absorbing shocks. The sedans and station wagons had them integrated with the bodywork using gap-concealing flexible filler panels. The new coupe featured a totally unique design to avoid the massive, blockish look. The bodywork flowed underneath the coupe's broad grille with tunneled headlamps in the rear with an uninterrupted design with the four round taillamps and indented license plate area while the bumpers were free standing with only rubber gaiters concealing the retractable shock absorbers.
The four-door sedans and wagons had increased overall vehicle length, as well as new front and rear styling. A new front fascia with a hood and grille featured a prominent central protrusion that followed the front bumper shape. Matadors with this front end are sometimes nicknamed "coffin noses". The rear of the sedan was redesigned with the license plate was relocated above the number to the center of the rear panel with new, wider rectangular taillights. The station wagon had redesigned taillamps and a stronger bumper with a central rubber facing.
The interior of all body styles featured an all-new fully padded and safety shaped dashboard with three squared pods for housing the instruments in front of the driver (indicator lights, fuel gauge, and water temperature to the left, 120 mph (190 km/h) speedometer at the center, and an electric clock or fuel economy gauge on the right) as well as a new horizontal radio/sound system design in the center of the dash.
Second generation sedans and station wagons continued over all the model years with only minor trim and equipment changes.
The standard power team for the 1974 coupe was AMC's 232 cu in (3.8 L) inline six-cylinder with a 3-speed manual transmission. The sedans and wagons came with the 258 cu in (4.2 L) I6 with the 3-speed Torque-Command automatic transmission. Standard on the Matador X was the 304 cu in (5.0 L) V8 and available on all other models. A two-barrel or four-barrel 360 cu in (5.9 L) was optional as well as a 401 cu in (6.6 L) V8 with dual exhausts. The 401 cu in (6.6 L) V8 became a fleet-only option after 1974.
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 became standard equipment on all Matadors.
The six-cylinder engine now became the 258 cu in (4.2 L) version and it was not available in California. The standard V8 was 304 cu in (5.0 L) and optional was the 360 cu in (5.9 L) as the 401 cu in (6.6 L) was available only for police and fleet orders. Only V8-powered Matadors were available in California.
The exterior was updated with a new full-width grille featuring squared off parking lights in the front and a new tail light lens assembly. An uplevel "Brougham" trim option became available for both sedans and wagons from 1975. There were no further style changes to the body of the sedan and wagon for the remainder of the production run.
A "Performance Option" 360 cu in (5.9 L) V8 with 4-barrel carburetor and dual exhaust with twin catalytic converters was available through 1976. The 2.87 rear axle ratio was standard with 3.15 and 3.54 optional. A floor shifted automatic transmission was available on coupes equipped with bucket seats and console. The "Brougham" trim option continued for both sedans and wagons in 1976.
For 1977 AMC introduced the Buyer Protection Plan II which extended the engine and drivetrain warranty from 12-months/12,000 miles to 24-months/24,000 miles. The base engine continued to be the 258 cubic-inch six cylinder and V8 options were the 304 or 360 cubic-inch. The high-performance "Power Package" 360 was dropped for 1977. All Matadors now came standard with automatic transmissions.
For 1978, the 258-cubic-inch six remained standard, but the 360 cu in (5.9 L) became the only V8 engine available. The "Barcelona Package" option that was previously exclusive to the Matador Coupe was extended to the four-door sedan. This special interior and exterior trim included individual reclining seats in velveteen crush fabric with woven accent stripes, custom door trim panels, unique headliner, vinyl roof, and 15-inch wheels color-matched to a choice of two two-tone color schemes: Golden Ginger Metallic with Sand Tan, or Autumn Red Metallic on Claret Metallic. The AMC Buyer Protection Plan for 1978 changed back to 12-months/12,000 miles across the entire AMC range.
Sales in 1978 fell 66% for the Matador line so the line was dropped by the end of the model year.
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, specifically targeting the Chevrolet Chevelle Coupe, Ford Torino Coupe, and Plymouth Satellite Sebring. 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. This was one of several distinctive elements as the long sloping hood was set off by deeply tunneled headlamps between a broad grille with turn signal lamps resembling driving lamps. The forward edge of the hood was part of a character crease line that went completely around the middle of the car and continued across the rear end. The coupe's doors were extra long and featured frameless glass. The B-pillar was also distinctive and the quarter side windows sloped with the roof line. The combination of a very long low hood and a tall short rear deck enhanced the coupe's wind-shaped look.
Many were amazed that AMC came up with the fast, stylish Matador, considering the automaker's size and limited resources. The Matador coupe stands out as one of the more distinctive and controversial designs of the 1970s after the AMC Pacer and was named "Best Styled Car of 1974" by the editors of Car and Driver magazine. 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 (August 1973 thru December 1974, Long 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.
A special Oleg Cassini edition of the Matador coupe was available for the 1974 and 1975 model years. This one more in a series of designer cars that were marketed by AMC. This included the Gucci Hornet and Pierre Cardin Javelin special designs as well as the Levi's versions of the Gremlin and Hornets. 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.
With Cassini's styling, the new "smooth and slippery" two-door featured "marks of haute couture" with the "upholstery, panels and headliner done in jet black, with copper trim pieces, and with carpets and vinyl roof also offered in a copper accent color. The exterior trim included striping, rub rails, wheel covers and special "Oleg Cassini" crest badging 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 as well as on the padded door panels. The design was further enhanced by deep pile copper-colored 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.
The use of a fashion designer to specially create appearance packages for American cars was taken up by the Continental Mark IV in 1976. In 1979, Cadillac briefly used this approach on the Cadillac Seville partnering with fashion designer Gucci, but ended this practice in 1980. This concept was later satirized on a 1976 episode of SCTV as the 'Salvador Dali Linkin-Murcry Limited Edition', with Dali (Joe Flaherty) explaining the concept of the car in Dali-esque terms.
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.
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 nerf 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.
For the 1978 model year, the Barcelona package came in a second color scheme: an Autumn Red Metallic on Claret Metallic combination. The 258-cubic-inch six with automatic remained standard, but the 360-cubic-inch became the only V-8 option. Production for this final year was 2,006 coupes.
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 not put off by the Matador's unique lines."
As it was AMC's first entry into NASCAR since the Hudson Hornet of predecessor company Hudson, 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."
Hutcherson-Pagan built a pair of 1972 2-door hardtop "Bull Fighters" for Penske as the marque's first attempt at NASCAR in 1972. 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.
Police and Law EnforcementEdit
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. 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 outperformed 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 were 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. Matador sedans were also used by the Los Angeles Fire Department.
While V8 power was down for many domestic sedans, AMC used a 401 cu in (6.6 L) V8 engine that out powered 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. 0 to 60 mph (97 km/h) times were within 7 seconds, comparable to a 2006 Hemi Charger police car. Top speed was about 125 mph (201 km/h), which took 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-per-hour (8 km/h)-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."
Matadors were in service with some Police departments until the mid-1980s.
In popular cultureEdit
During the 1970s, AMC Matador police cars would appear in many television shows and episodes featuring police car procedures. The vehicle itself was considered a character most famously in Adam-12 from 1972 until the show's end in 1975. The show's stars rode in a 1972 Matador and the character of "Mac", their precinct sergeant, drove a 1972 Matador station wagon.
James Bond film placementEdit
As part of a significant product placement strategy, an AMC Matador coupe played a starring role in a The Man with the Golden Gun, released in 1974. It featured the newly introduced Matador Brougham Coupe in the Oleg Cassini edition, along with Matador four-door police cars (in the black and white livery used by the Los Angeles Police Department) and a Hornet X hatchback. The Matador is the car of Francisco Scaramanga, and along with Nick Nack, they use the "flying" AMC Matador to kidnap Mary Goodnight. With its wings, the stunt car was 9.15 m (30 ft) long, 12.80 m (42 ft) wide, and 3.08 m (10 ft) high. A stuntman drove the "car plane" to a runway. It was not airworthy, so a 1 m (39 in)-long remote controlled model, built by John Stears, was used for the aerial sequences.
The "flying AMC Matador" was exhibited at auto shows, part of AMC's marketing efforts for the aerodynamically designed coupe, as well as publicity exposure for the concept of unique flying machines.
Knock-down kits for right-hand drive models were shipped from AMC's Kenosha, Wisconsin factory for assembly in AMI's facilities in Port Melbourne, Victoria. AMI used the same paint codes for the Matadors as the Toyota and Triumph vehicles they also assembled. These paint codes did not correspond to the AMC paint codes and thus Australian Matador colors are unique. All exterior model year changes otherwise corresponded to those of U.S. production, however Australian production of each model was carried through to the following year, and the final first-generation 1973 model was further assembled through to the end of 1975.
Standard equipment included automatic transmission, power steering, power windows, locally fitted under dash air conditioning, and an AM radio, for both sedan and wagon models. The engine was AMC's 360 cu in (5.9 L) V8, following its introduction in the 1970 Rebel. Although superseded by AMC in the United States, Australian Matadors continued to be built with the heavier duty steering components used in Ramblers built with power steering up until 1967 for the entire production run in Australia. Among the options were an exterior mounted sun visor, vinyl roof cover, tow hitch, and mud flaps. The cars were targeted at the top market segment and advertised as "the American luxury limousine made for Australians" and built for Australian conditions.
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 seats, carpeting, lights, wing mirrors, heaters, and even unique "R"-logo wheel covers) that reduced the tariff added to each car. As red rear turn signals were prohibited in Australia, Matador sedans had amber lenses mounted over or behind the reversing lens of the tail light assembly and the turn signals rewired to the reverse lights, while Matador station wagons had their rear turn signals rewired into amber trailer lights that were retrofitted into the tailgate. As with its Rebel predecessor, Matador hardtops were not brought in for the Australian market. AMI's two-door offering was the AMC Javelin.
From late 1971, the AMI-built Matador was available in sedan and wagon body styles. (AMI had assembled the 1970 Rebel again in 1971, thereby causing the Matador's release to be a year late.)
As with the previous Australian-assembled Rebel models, the AMI-assembled Matador continued to use the dash of the U.S. 1967 Rambler Ambassador first used in the right-hand-drive Ambassadors produced for the United States Postal Service in 1967, including the three-lever Weather Eye heater unit and analog clock to the left of the instrument fascia. The black, round instrument dials of the U.S 1970 Ambassador were also reused. A black metal plate with a picture of a bull and a bull fighter covered the cavity to the right side of the fascia where otherwise the radio went on U.S models. An AM radio unit was instead fitted into the centre of the dash, above the ashtray.
Air conditioning was fitted by way of locally supplied under dash units.
Seating for the 1971 model consisted of a locally-made full bench seat, in vinyl, with a fold-down center armrest for both front and rear seats and headrests for the front.
Door cards were locally made in the style of the U.S model but with cutouts to accommodate the right hand drive positioning of the power window controls (from the U.S AMC Ambassador), and the rear door cards came standard with ash trays.
Forward parking light/turn signals received clear lenses as opposed to amber lenses in the U.S. so that front parking lights and turn signals flashed clear. Amber side marker lenses were used for both the front and rear of the sedans, where otherwise the U.S models had red lenses for the rear.
The Australian Matador also came with unique "R" logo hub caps which were locally made. The full-sized stainless steel hubcaps with the writing "American Motors" which were used on the U.S and New Zealand 1970 Rebel and U.S 1971 Matador were never available as an option in Australia. Apart from the hubcaps, externally the 1971 Australian Matador was the same as the U.S 1971 model.
Unlike the U.S models, Australian Matadors came standard with power steering, power windows and continued to use the earlier steering componentry of the mid 1960s U.S Ramblers.
Despite being right hand drive cars Australian Matadors retained the left-hand-drive windscreen wiper assembly (left hand sweep.)
A total of 69 Matador sedans and 64 station wagons (including some 1970 Rebel station wagons reassembled in 1971) were sold in Australia in 1971.
AMI continued to assemble the U.S 1971 model into 1972 marketing it as a "1972" model. The U.S 1972 Matador was assembled by AMI from late 1972.
As with the U.S model, the Australian 1972 model came with the new Torqueflite 727 transmission and the new-for-1972 external style changes.
The black instrument dials of the U.S 1970 Ambassador were again reused in the RHD 1967 Ambassador dash. The revised arm rests of the U.S 1971 model were consistent with the Australian 1972 model. The front bench seats were again locally made with individually reclinable driver and passenger seat backs and a fold-down middle arm rest. The rear seat was the same as the 1971 Australian model. The same door cards from the 1971 model were reused and again made locally, also allowing for the RHD power window controls.
In order to comply with Australian Design Rules regarding not allowing red rear turn signals, an orange serrated plastic cut-out was glued inside the reverse light lens of the tail light assembly for the sedans, and the reverse lights re-wired as flashers. Station wagons received amber trailer light assemblies drilled into the tail gate and wired as turn signals. Clear forward park/turn signal lenses were again used.
The Australian "R" hub caps were reused for the 1972 model.
Power windows, power aerial, under dash air conditioning, and earlier Rambler steering componentry remained standard.
300 Matadors (236 sedans, 64 wagons) were sold in 1972, most being U.S. 1971 models.
The U.S 1972 model was further assembled in 1973 and sold as a "1973" model. The U.S 1973 model was assembled by AMI from late 1973. Externally the Australian 1973 model was identical to the U.S 1973 model, with the same grill and tail light changes.
AMI boasted the new model's 11.4 per cent increase in brake horsepower and 3.5 per cent increase in torque, despite a slew of anti-pollution equipment. A four-barrel carburetor replaced the two-barrel carburetor used up until this time.
The Australian SKD kits again came with heavy duty suspension as used on Police and Taxi cars in the U.S.
For amber rear flashers, AMI fitted an orange serrated plastic cut-out over the clear reverse lens of the tail light lens assembly and once again re-wired the reverse lights as the turn signals. Station wagons again received amber trailer light assemblies drilled into the tail gate and wired as turn signals. For 1973 AMI dispensed with the transparent parking light/turn signal lenses, but instead of simply using the standard U.S amber lens, they fitted an off-the-shelf, notably ill-fitting, rectangular amber trailer lens in each light cavity to make the lights flash amber.
From 1973 Matadors were fitted with Australian-made front split-bench seats in vinyl, each with their own fold-down armrest and headrests. The new headrests were not so "chunky" as the 1971 and 1972 models. The rear bench seat remained the same. The locally-made door cards first used in the Australian 1971 model were again reused.
A slight change to the dash was done from the 1973 model onwards, in that the 1967 Ambassador "flat" passenger dash pad was replaced with a more protruding dash pad that ran flush with the instrument cluster binnacle and no longer with the speaker in the dash pad. For sound, speakers were fitted into both front door cards. Otherwise the dash was the same as previous models but new for 1973 was the introduction of the white-backed instrument cluster of the U.S 1972/1973 Matador, displaying in miles-per-hour (mph.)
Power windows, power steering, under dash air conditioning, and electric aerial remained standard.
For 1973, Australian sales were 230 Matadors (191 sedans, 30 wagons.) Most were U.S 1972 models.
For 1974 AMI continued to assemble the U.S 1973 model again, marketing it as a "1974" model.
Changes for the year included the introduction of white instrument dials (in use on the U.S models since 1972 but displaying kilometers per hour (km/h.)
The left-hand-drive wiper assembly was finally re-engineered locally to a right-hand-drive sweep.
The horn pad and steering wheel of the U.S 1973 Matador (without "bullseye" logo) was replaced with the slightly smaller steering wheel and interchangeable horn pad of the AMC Hornet (with the "AMC" logo in the center.)
Also for 1974 three-point retractable seat belts for the front and rear were fitted, replacing the two-point sash belts.
The locally-made, split-bench front seat and rear seat from the 1973 model were again reused, as were the locally-made door cards copied from the U.S 1971 model.
145 Matadors (118 sedans, 27 wagons) were sold in Australia during 1974. All were U.S 1973 models.
For 1975 AMI continued to assemble the U.S 1973 model, marketing it as a "1975" model. All the standard features of the U.S 1973 model and local year-by-year changes were retained.
Assembly of the revised second-generation Matador sedan and wagon released in the United States in 1974 was held off in Australia until December 1975.
Registrations for 1975 were 118 Matadors (85 sedans, 33 wagons) including the first few of the second-generation models assembled at the end of 1975.
AMI assembled the U.S 1974 second-generation Matador sedan and wagon through 1976 marketing it as the new "1976" model. The first few were built in December 1975.
Externally it was identical to the U.S 1974 model, even using the U.S stainless steel, full-size hub caps which AMC had been using on its domestic models since the 1972 Matador.
As with the previous models, the 1967 Rambler Ambassador dash assembly was reused, but now with the 1974 U.S-version instrument cluster. The 1967 Ambassador Weather Eye unit, previously positioned to the left of the instrument dials for the Australian-built Rebel and first generation Matador, was shifted to the right of the dials. The new foam-formed cluster fascia encompassed all but the levers of the Weather Eye. The Australian-made seats in use since the 1973 model and the locally-made door cards in use since the 1971 model were continued with no changes. The revised steering wheel with the rectangular horn pad of the 1974 U.S-version was used on Australian models until the end of production.
All Australian second-generation Matadors continued to be powered with the AMC 360 V8 engine with automatic transmission, as with the first-generation Australian-built Matadors. From about June 1976 AMI fitted the Matador sedans with a "Heavy Duty Fleet Engine." As explained in Rambler Automotive Technical Service sheet #157, dated November 1976, the engines came with a four-barrel carburetor and electronic ignition. There were never any other engine or transmission options.
Strangely, the bonnet latch on the second-generation Australian Matadors remained on the passenger (left) side of the cabin, whereas previous Australian Matadors had the bonnet latch on the drivers (right) side as would be expected.
Under dash air conditioning, power windows, electric aerial, and the superseded 1960s steering componentry remained standard.
To meet the requirement of amber rear turn indicators, an orange plastic cut-out was screwed over the clear reverse lens of the tail light assembly and the turn signals rewired to the reverse lights. As Australian number plates were larger than U.S plates a wider sheet of folded steel needed to be welded to the rear of the number plate area so as to be able to fit the larger plates.
Registrations in 1976 were 88 Matadors (78 sedans, 10 wagons),
A small number of Matadors which were assembled in December 1976 were registered in 1977.
Although AMI received 160 knock-down kits for the all new Matador Coupe in 1974, AMI did not assemble them until late 1976, and by that time 70 were intentionally destroyed leaving 80 still able to be assembled, with another 10 held as parts. Priced at $11,986.00 the model was marketed through 1977, sold for the one year only. Australian models came with AMC's 360 cu-in V-8 with three-speed automatic transmission, the U.S Matador X sports steering wheel, and bucket seats. Air conditioning, electric antenna, and AM-FM radio were all standard. Because of the low production numbers (under 100) AMI were able to avoid having to re-engineer the left hand drive wiper sweep to right hand drive as they had done on the Matador sedans and wagons after 1974. All Australian models were badged as the sportier Matador X.
As with all RHD export and local assembled Rebel and Matador sedans and wagons, the Australian Matador coupe used the dash of the 1967 Rambler Ambassador, although the instrument dials, center column, and steering wheel were from the U.S. 1974 model. Again, to satisfy Australian design rules, the red rear turn signal lenses were replaced with an off-the-shelf round orange lens replacing the inner tail light and rewired to flash amber, leaving the outer lens as tail light and brake light.
Purdy Motor in San Jose assembled matadors in Costa Rica from Knock-down kits. Purdy Motor had acquired the franchise rights to market American Motors vehicles in 1959 and had imported complete cars to Costa Rica, but it was not until 1964 that Costa Rican laws permitted local assembly of vehicles. Purdy Motor built an assembly plant in 1965 and the first locally manufactured Rambler was a 1964 Rambler Classic 660 which came off the line in late 1965. The all-new 1967 Rebel was assembled to production end, followed by the Matador from 1971.
In 1974 a new local vehicle manufacturer, Motorizada de Costa Rica, purchased the rights of Rambler distributorship from Purdy Motor. Motorizada continued to assemble AMC and Jeep vehicles as well as other brands until 1978. Motorizada was liquidated in 1979 allegedly for not paying taxes thereby ending the AMC brand in Costa Rica.
As with other export markets the Matador was marketed in Costa Rica under the Rambler marque even after the marque was retired by AMC in its home market after 1969.
Continuing the concept of VAM's version of the AMC Rebel, the Mexican Matadors 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 4,600 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-in 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 (120 mph) 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 degree 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 reworked into an all-new limited edition with a sportier focus for 1972, 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 (also shared with the Rebel Machine), 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. The VAM Classic Brougham is the closest Mexican equivalent to AMC models Rebel Machine and Matador Machine sold in the U.S. and Canada and is probably the most collectible Matador/Rebel model produced in Mexico.
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 and a new engine head with larger valves and independent rockers.
The generational change that AMC Matadors received for 1974 in the United States was also introduced in Mexico. 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 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 in-house five-spoke wheels with volcano center caps and trim rings, a blacked out 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 vinyl roof cover with its respective moldings, wheel covers (new design for the year), standard grille and "Brougham" emblems over the C-pillar bases. The Classic AMX showcased a three-spoke 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 one-piece grille design with rectangular parking lights, in accordance with the US-versions, 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. The rear differential gear ratio was changed to 3.31:1 for both transmissions.
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 unusual 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 favored the new Pacer over what until that time had been its flagship model. Starting in 1977, VAM's most luxurious model was the Pacer, and its largest sized models were the Americans (AMC Hornets).
Matadors were imported into Norway during the 1970s by Norwegian importer Kolberg & Caspary AS located at Ås, Norway. Kolberg & Caspary was formed in 1906 and imported automotive, industrial, and construction products. Matadors, Javelins, and Hornets were sold by Gavas Motors AS in Oslo and Hasco Motors AS in Drammen.
The Rambler name was used on right hand drive Matador models sold in the UK. Matador sedans were available through Rambler Motors (A.M.C) Limited in Chiswick, West London alongside the Ambassador hardtop and station wagon, and Javelin. With the exception of the Javelin, Matadors and Ambassadors were exported from Kenosha with factory right-hand drive, as had been with the prior Rebel and Ambassador models brought into the U.K.
Unlike the Knock-down kits used for Australian assembly which continued to use the RHD version of the 1967 Ambassador dash, cluster, and Weather Eye (albeit to the right of the cluster for the second generation models) U.K. second-generation Matadors were factory-built with the temperature controls of the US-versions (positioned underneath and to the left of the instrument dials.) U.K. models also received a locally built and fitted "walnut burr" fascia that replaced the AMC black plastic cluster surround, as had been the practice for previous U.K.-market Rebels and Ambassadors.
The final 1977 models for the U.K. market were regular LHD versions.
End of the lineEdit
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, 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 a new nameplate in 1978, the AMC Concord. The Concord was an upmarket restyling and positioning of the compact AMC Hornet that had the same 108-inch (2,743 mm) wheelbase as the redesigned intermediate 1978 Chevrolet Malibu. It was presented as combining an "easy-to-handle size with a roomy sumptuous interior" and in contrast to the Matador coupe, the "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 only 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 US$3,000, ads have been published asking over US$10,000 for restored coupes. In Australia, a "survivor" or restored Matador sedan can fetch between AU$10,000–14,000.
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.
The 1991 Esquire article "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."
In 2014, Hagerty collector insurance listed the Adam 12 AMC Matador as their number one "favorite full-size, rear-wheel-drive American cop cars from 60 years of the best cop shows."
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|Wikimedia Commons has media related to AMC Matador.|
- AMC Matador on fastmusclecar.com
- 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 – 1988 AMCs.