The AMC Matador is a series of mid- and full-size automobiles produced by American Motors Corporation (AMC) from 1971 through 1978 model years. Initially positioned as a mid-size family car, the Matador spanned two distinct generations: the first (1971-1973) featured two-door hardtop, four-door sedan, and station wagon body styles, while the second (1974-1978) transitioned to a full-size platform, offering two-door coupes as well as four-door sedans and wagons.

While aimed at the family market, the first-generation Matador also saw performance-oriented versions. The two-door versions were successfully campaigned in NASCAR racing with factory support from 1972 until 1975.

After AMC discontinued the Ambassador line in 1974, the second-generation Matador became the automaker's flagship full-size model. Premium trim levels of the coupe, marketed as the Barcelona and the Oleg Cassini versions, targeted the personal luxury car segment.

The Matador sedan became popular as a police car in the United States and was featured in several 1970s television series. The newly introduced Matador coupe was featured in the 1974 James Bond film, The Man with the Golden Gun.

Internationally, the Matador continued to be marketed under the Rambler marque and assembled under license in Costa Rica, Mexico, and Australia. American Motors also exported right-hand-drive versions to markets such as the United Kingdom.

Background

The introduction of the Matador for the 1971 model year was AMC's attempt to reposition its intermediate-size models in the market segment and to respond to the sociopolitical shifts of the late 1960s. As the counterculture movement of the Vietnam era intensified, American Motors executives concluded that the "Rebel" moniker - previously a symbol of youthful independence - had acquired negative connotations that no longer resonated with the more family-oriented views of the 1970s.

Market research by AMC led to the adoption of "Matador," a name intended to evoke power and precision, albeit one associated with bullfighting. Cars in this segment typically had wheelbases from , and weighed from . They were often powered by V8 engines reflecting consumers' desire for performance with the emerging economic need for efficiency.

To upgrade the Matador's standing, AMC shifted its $15 million national advertising account to Cunningham & Walsh agency in 1972, ending its relationship with Wells, Rich, Greene. American Motors executives decided they needed a larger and more traditional marketing agency to overcome many problems with its automobile division. While unconventional for the automotive industry, the campaign was empirically successful in increasing consumer familiarity, brand awareness, and dealership traffic.

While consumer sales remained steady with the sedan and station wagon models known for their "excellent value", the Matador also found success in the fleet and municipal markets. The 1971 through 1975 sedans and wagons, equipped with heavy-duty police packages and V8 engines, were widely regarded by law enforcement agencies as superior tactical vehicles. The vehicles often remained in service for extended periods due to their favorable field performance

thumb|1975 AMC Matador Oleg Cassini coupe at [[Rambler Ranch ]]

The 1974 model year introduced the second-generation Matadors and a significant divergence within the line. The new models incorporated the major upgrade in safety standards mandating a no-damage impact-absorbing bumper system in the front and rear. While the four-door sedan and wagon remained utilitarian in their boxy designs, AMC introduced a new two-door model. Two factors influenced these changes. The expected U.S. Federal safety requirements meant a B-pillar with a steel "hoop" integrated into the roofline (rather than the previous hardtop or pillarless design) as a proactive step in the evolving federal roof-crush standards.

The result was unlike its competitors' intermediate two-door models, which shared sheet metal with their four-door counterparts. Its fastback silhouette and flared fenders were described as "polarizing," evoking a design that was both praised for its aerodynamics and criticized for its ergonomic constraints in the interior.

Factory-backed first-generation hardtops and second-generation coupes competed in NASCAR racing from 1972 through 1975, with drivers Mark Donohue and Bobby Allison achieving several victories, including Allison's 1975 Southern 500 win at Darlington. The AMC Matador secured five first-place wins in the NASCAR competitions.

Matadors in police livery were prominent in 1970s television shows and movies. The second-generation Matador coupe was a featured car, with special effects for its flying in The Man with the Golden Gun, a James Bond film released in 1974.

First generation

1971

thumb|1971 Matador sedan

American Motors provided a styling refresh for its newly named intermediate-sized 1971 models, primarily focused on the front fascia across the three body styles. The Matador shared the platform and body design from the firewall rearward with the full-size AMC Ambassador. Revisions for 1971 included lengthening the wheelbase by , to improve the ride. The front styling featured a new grille, chrome trim, and a lighter "wraparound" bumper.

The sedan and hardtop models retained several carryover elements from the 1970 AMC Rebel. They included the rear bumper, trunk lid chrome strip, and rear-corner chrome garnishes. The backup and tail lights were now incorporated into three square lenses with rounded corners. The interior, dashboard, instrument cluster, steering wheel, and armrests were carried over from the 1970 model. The "Weather Eye" fan-heat control unit mounted on the left side continued the arrangement introduced in 1967.

The marketing campaign for the 1971 Matador emphasized that the car represented more than just a name change and facelift. The new "Matador" nameplate was chosen to distance the car from the negative connotations of social unrest throughout the country and the association with the "Rebel" name. This self-disparaging marketing approach, which acknowledged the car's somewhat anonymous styling, paradoxically "turned the styling of anonymity into an asset. Consumer research polls conducted by AMC revealed that the "Matador" name evoked feelings of virility and excitement among consumers, aligning with the company's desired image. However, AMC encountered difficulties in certain markets such as Puerto Rico, where the term "matador" retained its literal bullfighting connotation, meaning "killer," presenting a marketing challenge. Instead, an optional "Machine Go package" of performance enhancements was offered as an option, not a model designation, for the 1971 Matador two-door hardtop. It included many of those the Rebel Machine had had, with other options available individually; but without any specific "Machine" designation, badges, or marketing. The only engines available with the Go package were the V8 (an additional $373 option) and the newly introduced , AMC's largest engine ($461 extra over the standard V8). Red-white-blue striping as offered on the Rebel Machine was not available, nor was its standard factory-installed ram air hood scoop.

1972

The 1972 Matador was positioned as a "family car" and continued with a few changes in sedan, two-door hardtop, and a station wagon with two or three rows of seats. The I6 was standard on sedans and the hardtop, with the wagon including the I6 engine as standard. A three-speed column manual transmission was standard with the I6 engines. A total of five different horsepower versions of V8s - , , , , and , were optional and available only with a column-mounted automatic transmission. 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 optional four-speed manual was discontinued. All engines were designed to use no-lead, low-octane gasoline. New rocker arms and bearings provided quiet valve train operation.

The 1972 model year introduced AMC's innovative "Buyer Protection Plan" to address increasing consumer demands. This was the automobile industry's first 12-month or 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, mechanical upgrades, and increasing 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 complimentary loaner car if a warranty repair took overnight. The objective was to reduce warranty claims and improve public relations as well as fostering greater customer fulfillment and loyalty. Dealers evaluated this "revolutionary" coverage as successful in bringing buyers into the showroom, providing a sales tool that other brands did not offer, and the quality of the cars resulted in improved ownership satisfaction.

Externally, the 1972 models were the same as the 1971 versions, retaining the same front end, but now with a simplified grille design. The chrome trunk lid strip and rear corner chrome found on the 1970 Rebels and 1971 Matadors were dropped. The 1972 model received a new taillight lens assembly, divided into nine vertically recessed rectangular lenses. The new models saw the return of the round instrument dials of earlier Ambassador and 1967 Rebel models. The steering wheel resembled the 1970 Rebel and 1971 Matador models. New for the 1972 model were slimmer door armrests and a bench seat without the fold-down center armrests. Individual reclining front seats were an option for all body styles, with optional front bucket seats and center armrests on the hardtops.

Production of 1972 Matadors included 36,899 sedans, 10,448 station wagons, and 7,306 two-door hardtops.

<gallery widths=220 heights=150 caption=1972 AMC Matador>

File:1972 AMC Matador hardtop yellow black with 401 V8 at Rambler Ranch 1of4.jpg|1972 Matador two-door hardtop

File:1972 AMC Matador Wagon in Germany green (24564958037).jpg|1972 Matador station wagon

File:1972 AMC Matador hardtop yellow black with 401 V8 at Rambler Ranch 4of4.jpg|1972 Matador interior

</gallery>

1973

The 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 front and a rear impacts without damage to the engine, lights, or safety equipment. Matadors gained stronger front and rear bumpers. The front bumper included self-restoring telescoping shock absorbers and more prominent vertical rubber guards. In contrast, the rear bumper gained vertical black rubber bumper guards, replacing a pair of similar, previously optional chrome bumper guards.

Aside from changes to the bumpers, the 1973 model's design was identical to that of the 1972 model, except for new taillight lens assemblies and a slightly different grille pattern. The dash and instrument cluster of the 1972 model were repeated in the 1973 model. However, the steering wheel horn pad no longer included a "bullseye" emblem, which had been used since the last year of the Rebel models. The station wagons came with "Uganda" vinyl upholstery, while the two-door hardtops offered optional front bucket seats. 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 twenty percent of the total domestic automobile market by 1973. Still, 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."

Second generation

American Motors was facing many challenges in a dynamic marketplace. The strategy to redesign the Matador for the 1974 model year was what 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. All models included new interiors and paint colors. The previous hardtop body style design was discontinued, and the new two-door coupe no longer shared body parts with the sedan or wagon. The coupe's roofline was significantly lower, and its wheelbase was shorter than the four-door Matadors. These versions are considered to be the "second-generation" Matadors.

1974

thumb|1974 Matador sedan

New passenger car requirements set by NHTSA called for the front and rear passenger car bumpers to have uniform heights, withstand angle impacts, and sustain 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 four-door sedans and wagons had increased overall vehicle length, along with new front and rear styling. A new front fascia, with a hood and grille, featured a prominent central protrusion that followed the shape of the front bumper. Matadors with this front end are sometimes nicknamed "coffin noses". The sedan's rear was redesigned, with the license plate relocated above the number to the center of the rear panel with new, wider rectangular taillights. The station wagon had redesigned tail lamps and a heavier, robust bumper with a central rubber facing. The two-door hardtop of the previous generation was replaced by an all-new fastback coupe for 1974, a wholly restyled model with no appearance similar to the new sedan or wagon.

The interior of all three 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, speedometer at the center, and an electric clock or fuel economy gauge on the right) as well as a new conventional-type horizontal radio/sound system design in the center of the dash. The traditional steering wheel horn pad since the 1970 Rebel, was replaced with a rectangular "soft feel horn bar".

The base model sedans and wagons now included the I6 engine with the three-speed Torque-Command automatic transmission.

1975

thumb|right|Second-generation Matador sedan with revised grille and turn signal lights

thumb|right|1975 AMC Matador with new-for-1975 tail lights, which remained unchanged until the end of production

Changes for the 1975 model year were minor as AMC focused on developing and introducing its innovative Pacer. Matadors now included a standard "no maintenance" electronic ignition developed by Prestolite. All U.S. market Matadors featured catalytic converters that required unleaded regular-grade fuel. New "unleaded fuel only" decals were placed by the fuel filler door. A warning notice was added on the face of the fuel gauge, along with a restricted gas tank filler opening that allowed only the smaller pump nozzle that came on new pumps dispensing unleaded fuel. Steel-belted radial tires became standard equipment on all Matadors.

The six-cylinder engine now became the version, but it was not available in California. The standard V8 was and optional were two versions of the with a two-barrel carburetor or a four-barrel with a dual exhaust system that AMC called "Power Package." The V8 became a police and fleet only option. From 1975 the 360 and 401 V8s were fitted with the upgraded four-barrel Autolite 4300 carburetor. Only V8-powered Matadors were available in California. There were no further style changes to the body of the sedan and wagon for the remainder of the production run.

A preview of the 1975 Matador models by the editors of Consumer Guide was complimentary, especially of the sedan and wagon.

1976

thumb|right|1976 AMC Matador station wagon with optional simulated wood trim

thumb|right|1976 AMC Matador with safety-shaped padded dashboard

For the 1976 model year, changes to the Matador sedan and station wagon were minimal. The only external upgrades were the addition of side bumper pads to the front and rear bumpers and replacing the park/turn signals and tail lights with serrated lenses. The paddle-style inside door handles were changed for 1976, along with new armrests used in other AMC vehicles. Otherwise, all interior features remained the same. The "Brougham" trim option continued for sedans and station wagons in 1976.

The six-cylinder with a manual transmission remained as the base drivetrain for the sedans. The V8 with an automatic transmission was standard on station wagons (optional on the sedan). A popular upgrade was the V8 with a two-barrel carburetor. A "Performance Option" V8 with a four-barrel carburetor and a dual exhaust system that included twin catalytic converters was available through 1976. The 2.87 rear axle ratio was standard, with 3.15 and 3.54 optional.

<br /> city and highway for the six-cylinder, which did not use a catalytic converter to meet emissions requirements. Cars with the I6 and manual transmission, as well as all V8 Matadors, included a catalytic converter. When new, the "Matadors were considered great cars," but AMC could not "really market the car against the other full-sizers" from the Big Three domestic automakers. Toward the end of the model year, AMC offered price cuts and rebates to buyers. Plush carpet was also in the cargo area of station wagons that featured chrome strips on the load floor to ease loading items.

For the 1977 model year, AMC introduced the "Buyer Protection Plan II", which extended the engine and drivetrain warranty from the previous twelve months or limits to cover 24 months or .

The base engines continued to be the I6 and the V8, with the optional. The high-performance "Power Package" 360 was discontinued for 1977.

The domestic automakers had begun the process of downsizing their models in response to changing market demands, but AMC continued its body design with the result that the six-cylinder Matador now weighed more - along with having less interior room - than a new large-sized six-cylinder Pontiac.

1978

Matador sedans and station wagons came in the Brougham trim level, but now without any exterior identification. All models came with the Barcelona hood ornament first introduced on the 1977 "Barcelona" Matador Coupe.

For 1978, the I6 remained the standard engine in the sedan and coupe, with the being the only available V8. All station wagons included the V8. Power output was increased with the I6 now rated at , and the V8 returned to , as it was during 1975 and 1976. The V8's torque was increased to at 2,000 rpm from at 1,600 rpm in 1977. The engines featured electronic ignition. A column-mounted automatic transmission was standard on all Matadors, with coupes available with bucket seats and a center console-mounted automatic shifter. Power steering and power front disc brakes continued to be standard.

Interiors featured individual reeling seats in velveteen crush fabric on the coupes and sedans, while station wagons came with "crush vinyl grain" upholstery. Matadors were available in thirteen exterior colors.

The AMC Buyer Protection Plan for 1978 reverted to 12 months or coverage across the entire AMC range.

In 1978, sales of the Matador fell by two-thirds, and AMC discontinued the line by the end of the model year.

Barcelona sedan

The 1978 model year saw the "Barcelona" option, which debuted on the 1977 Matador Coupe, extended to the four-door sedan. This special trim package included velveteen crush fabric upholstery on the individually reclining front seats, vinyl roof, and coordination of colors both inside and outside.

Matador Coupe

thumb|1975 Matador coupe

thumb|1976 AMC Matador Coupe, Brougham edition finished in Dark Cocoa Metallic with optional vinyl roof cover

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 outpacing the rest of the automobile market. Marketers also wanted a model to answer the demand for plush mid-size coupes after the end of the muscle car era. The forward edge of the hood was part of a character crease line that went entirely 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 roofline. Combining a long, low hood and a tall, short rear deck enhanced the coupe's wind-shaped look. The new coupe featured a unique design to avoid the massive, blockish look. A floor shift automatic transmission was available with a center console and bucket front seats. The Matador coupe 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". 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.

The 1974 coupe was also a milestone car for American Motors by being the six millionth automobile built by AMC since its formation from the merger of Nash and Hudson in 1954.

A new grille for the coupe was introduced for the 1976 model year. Two rectangular panels with horizontal grille bars met in the center, and rectangular park and turn signal lamps replaced the previous round ones.

After the coupe outsold the four-door Matadors by nearly 25,000 units in 1974, sales dropped to less than 10,000 in 1977, then down to 2,006 in the final year.

Matador X

thumb|1974 AMC Matador X Coupe

A sportier appearance version model, called the "Matador X," included body-side striping that wrapped around the rear, as well as the V8. The model was priced at $3,699 and marketed for only one year, with total sales reaching 10,074 in 1974.

The following year, an "X package" was available for $199.

Oleg Cassini

<!-- FAIR USE of 1974 AMC Matador with Oleg Cassini PRfoto.jpg: see image description page at http://en.wikipedia.org/wiki/File:1974 AMC Matador with Oleg Cassini PRfoto.jpg for rationale -->

thumb|right|Cassini showing off the interior trim he designed

thumb|1974 Matador Oleg Cassini coupe

thumb|1975 Matador Oleg Cassini interior with a [[shirt by the fashion designer on the driver's seat]]

A special Oleg Cassini edition of the Matador coupe was available for the 1974 and 1975 model years. It was positioned in the mid-sized personal luxury car market segment that was highly popular during the mid-1970s. The Cassini Matador was the latest in a series of designer cars marketed by AMC from a program launched in 1971 when AMC signed contracts with selected top names in the fashion world. The Cassini model followed the Gucci Hornet and Pierre Cardin Javelin unique designs, as well as the Levi's package of the Gremlin and Hornet. American Motors had the famous American fashion designer develop an elegant, luxury-oriented haute couture design for the all-new Matador coupe.

Cassini was renowned in Hollywood and high society for making elegant ready-to-wear dresses, including those worn by Jacqueline Kennedy. According to Dick Teague, the automaker's vice president of styling, AMC wanted to target mid-size car buyers aged 25 to 35 and marketing studies showed that Cassini was a "fashion authority whose name was familiar in America" as his name was at the top of consumer recognition lists. 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, within the standard turbine-type full wheel covers, and also within the rear license plate recess.

The interior was a Cassini hallmark, featuring a unique black fabric with copper buttons on the individual, adjustable, and reclining front seats, as well as on the padded door panels. The appearance was enhanced by deep-pile copper-colored carpeting. Additional copper accents were on the steering wheel, door pulls, and instrument panel. Embroidered Cassini medallions adorned 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 followed by the Continental Mark IV in 1976.

Barcelona

thumb|right|1977 Barcelona Coupe

thumb|right|1978 Barcelona Coupe

For 1977 and 1978, the "Barcelona II" coupe featured a padded Landau roof with opera windows and pillow-top seats with velour upholstery. These styling cues and interior trims were favored at that time by buyers in the highly popular two-door "personal luxury" market segment. Initial production was available in only one distinctive two-tone paint pattern consisting of Golden Ginger Metallic with Sand Tan. A hood ornament featuring a stylized version of the Coat of arms of Barcelona came with the package.

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, carpeting, special "Barcelona" medallion on glove box door and front fenders, two-tone paint, headlight bezels painted accent color, two-tone finished 15-inch slot styled wheels, body-colored front and rear bumpers with rubber guards and nerf strips, landau padded vinyl roof, opera quarter windows with accents, dual remote control mirrors painted body color, black trunk carpet, rear sway bar, GR78x15 radial whitewall tires. The standard roll-down rear quarter windows were converted into fixed "opera windows" with fiberglass covers over the stock openings. finished with padded vinyl inside and out.

For the 1978 model year, the Barcelona package was available in a second color scheme: an Autumn Red Metallic on Claret Metallic combination, with a plush red interior. The I6 with automatic transmission remained standard, but the became the only V8 option. Production for this final year was 2,006 coupes.

NASCAR racing

thumb|right|#12 NASCAR Matador during a pit stop

thumb|1974 Penske-Allison car owned by Bobby Allison

thumb|1974 AMC Matador #12 owned by Bobby Allison

thumb|right|#16 NASCAR Matador tribute car in [[Sweden]]

Penske Racing prepared factory-backed Matador hardtops and coupes for NASCAR stock car tracks. Drivers included Indy winner Mark Donohue and NASCAR veteran Bobby Allison, and they won several races.

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 two-door hardtop "Bull Fighters" for Roger Penske as the marque's first attempt at NASCAR in 1972. The Penske Matadors were raced for the first time road course race at Riverside, California in 1972 with SCCA driver Mark Donohue, but retired early due to rear end issues.

The start of NASCAR's 25th season in January 1973 at the Western 500 race witnessed the AMC Matador lapping every car.

The Matador was one of the first oval stock cars to use disc brakes. According to Donohue, the braking system made a difference because "I could carry the car deeper in the corners and that's what it takes on a road course."

The 1974 Matador coupe more aerodynamic shape replaced the previous "flying brick" two-door hardtop design. Penske said they did what they could with the old hardtop. The pre-1974 hardtop body style cars did better on tracks with more curves and fewer straightaways. However, Donohue did not survive to drive the new aerodynamically designed fastback coupe, which many believe was aimed at NASCAR racing.

The five wins for the AMC Matador are:

  • Winston Western 500 – Riverside – Mark Donohue – 21 January 1973
  • Los Angeles Times 500 – Ontario – Bobby Allison – 24 November 1974
  • Winston Western 500 – Riverside – Bobby Allison – 19 January 1975
  • Southern 500 – Darlington – Bobby Allison – 1 September 1975

Bobby Allison won the non-points Daytona 125 qualifying race on 13 February 1975, and finished second in the Daytona 500 three days later.

An early serial number, pre-production 1974 Matador coupe built by AMC and sent to Penske organization and initially served as a show car. The car was owned by Bobby Allison for over 35 years and carries the #12 used while he was driving the AMC under his Bobby Allison Motorsports organization.

Police

The full-sized AMC Ambassador and the Matador models were available as police car versions from the factory. However, the smaller Matador would prove very popular.

The largest user of Matador patrol cars was the Los Angeles Police Department (LAPD), primarily from 1972 until 1974. After extensive testing of the special police models offered by GM, Ford, and Chrysler, the LAPD chose the AMC Matador because they "out-handled and outperformed all the other cars". A total of 534 units were purchased in 1972 by the LAPD. The LAPD police Matadors included, among other special equipment: T-2 can lights, a five-channel Motorola Mocom 70 VHF radio, a Federal PA-20A Interceptor 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 the Los Angeles Fire Department. The 1974 models would be the last year for the LAPD's purchase of the Matador. The second-generation longer-nosed restyle and the bumpers added weight, affecting handling and performance. Moreover, after 1976, AMC "let the police car business go as it causes too many problems".

The states of Georgia and Alabama obtained 285 Matador police cars in 1972, with 31 of them used as "plain wrappers" (unmarked cars). Matadors were used by many other law enforcement and government agencies across the U.S. and Canada, as well as by military police units. Some remained in service until the mid-1980s.

While the horsepower ratings of V8 engines declined for many domestic sedans, AMC's V8 out-powered most other police vehicles. Tests of the 1972 AMC Javelin pony car and Matador sedan equipped with the 401 V8s resulted in both running the quarter-mile dragstrip in the 14.7-second range. The top speed was about , which took 43 seconds, much faster than the previously used Plymouth Satellites.

The high-performance V8 was last available in 1975, exclusively for fleet- and police-ordered sedans.

Television shows

thumb|upright|A 1972 AMC Matador was used in [[Adam-12 starting in its fifth season.]]

During the 1970s, AMC Matador police cars appeared in many television shows and episodes.

The vehicle 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 while their division sergeant drove a 1972 Matador station wagon. In the sixth season, the lead character, Peter Malloy, bought a 1974 Matador coupe as his car and was featured in a few episodes. After the TV series ended, four Matadors were sold by a dealer to the Pasadena Police Department to serve as actual police cars as replacements for ones damaged in accidents. Adam-12s spin-off show, Emergency! featured Matadors as Los Angeles County Fire Department fire command vehicles and as police vehicles throughout the series.

American Motors was a sponsor of the television series Wonder Woman in later seasons; thus, AMC cars were often used by characters or seen in the background. Wonder Woman's personal car was a 1978 Concord AMX, and Colonel Steve Trevor drove a 1978 Matador Barcelona sedan in some episodes.

James Bond film placement

As part of a significant product placement strategy, an AMC Matador coupe played a starring role in The Man with the Golden Gun, released in 1974. 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 long, wide, and high. A stuntman drove the "car plane" to a runway.

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.

International production

Australia

thumb|right|First-generation Rambler Matador sedan in [[New South Wales, assembled by AMI]]

Australian assembly of the Matador by Australian Motor Industries (AMI) started in 1971, and concluded at the end of 1976. The final cars were sold in 1977. The AMI cars were marketed as the Rambler Matador. Australian Motor Industries also acted as the State distributor for Victoria. Sales for New South Wales were managed by the Sydney company, Grenville Motors, which was also the State distributor for Rover and Land Rover vehicles. A network of Sydney and country NSW dealers was managed by Grenville, which was in communication with AMI. Australian Capital Territory sales were managed by Betterview in Canberra. Annand & Thompson in Brisbane distributed Rambler vehicles for Queensland. South Australian sales were managed by Champions in Adelaide. Premier Motors in Perth distributed Ramblers for Western Australia, and Heathco Motors in Launceston distributed Rambler vehicles for Tasmania.

American Motors' cars in Australia were built using Partial Knock-down kits (PKD). They were shipped from AMC's Kenosha factory. The bodies arrived with right-hand drive and were equipped with the drive train (engine, transmission, and rear axle), as well as front and rear suspensions. Other parts were boxed and shipped inside the vehicles for final assembly in AMI's facilities in Port Melbourne, Victoria. Numerous other parts and components were sourced locally to gain tariff concessions.

All exterior model year changes corresponded to those of U.S. production. However, Australian production of each model continued into the following year. The final first-generation 1973 model was assembled through the end of 1975. The U.S. 1974 second-generation Matador was made in Australia from December 1975 until December 1976. The Matador coupe was assembled in 1976 and only marketed in 1977.

Standard equipment included an automatic transmission, power steering, power windows, a locally fitted under-dash air conditioning system, and an AM radio for the sedan and wagon models. The engine was AMC's V8 with a two-barrel Autolite 2100 carburetor, following its introduction in the 1970 Rebel. From 1973, the Autolite 2100 was replaced by the 4bbl Autolite 4300 carburetor.

Although superseded by AMC in the United States, Australian Matadors continued to be built with the heavier-duty steering components used in Ramblers with power steering until 1967.

Available options included an exterior-mounted sun visor, a vinyl roof cover, a tow hitch, and mud flaps. The cars were targeted at the top market segment, advertised as "the American luxury limousine made for Australians", and built for Australian conditions.

Along with the vehicle modifications needed for Australian standards and market requirements, changes included the use of locally sourced parts and components such as seats, carpeting, headlamps, side-view mirrors, heaters, and unique "R"-logo wheel covers. Under Australia's local content laws, this Australian-sourced componentry reduced the tariff added to each car.

The World Forum for Harmonization of Vehicle Regulations (1958) and The Australian Design Rules (first published in 1969) permitted only amber-color rear direction turn signals on Australian motor vehicles with four wheels, thus red-color turn signals and combination brake/turn signals were prohibited in Australia. Therefore, Matador sedans had amber lenses in place of the transparent reversing lens portion of the tail light assembly; these served as combination turn signal/backup lights. Matador station wagons had amber add-on lights fitted into the tailgate.

As with its Rebel predecessor, Matador hardtops were not marketed in Australia. AMI's two-door offering was instead the Rambler Javelin, assembled in Australia.

1971

thumb|right|1971 Matador, assembled by AMI in 1972. These right-hand drive cars still had left-sweep windshield wipers.

thumb|The reverse lenses on 1971 models were rewired as turn signals and fitted with an orange insert so that the normally clear lenses would flash orange.

Australian Motor Industries continued to assemble the 1970 AMC Rebel into late 1971. In the latter part of the year, AMI began assembly of the 1971 Matador. The AMI-built Matador was available in sedan and wagon body styles, with AMC's engine, and Borg-Warner automatic transmission. The dual exhaust and "Twin-Grip" differential options from the U.S "Go package" were standard on the Australian models. The sedan's list price was AU$6,395, and the wagon was AU$7,395.

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 an image of a bull and a bullfighter covered the cavity to the right side of the fascia where the radio was mounted on U.S. models. Instead, an AM radio unit was fitted into the center of the dash, above the ashtray.

Locally sourced air conditioning included an under-dash evaporator unit. The seats 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.

Interior door panels 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 panels came standard with ashtrays.

Interior color choices included crimson, black, cream, or brown, but the plastic trim, dashboard, steering column, and steering wheel were all finished in black.

The lighting system was modified to meet Australian regulations: The front turn signals used clear lenses rather than the U.S. amber ones; the front and rear side marker lights were amber rather than amber front/red rear as in the U.S. model and were wired as additional turn signals; and the inner taillights were fitted with amber lenses and used as combination turn signal/back-up lights.

The Australian Matador also came with unique "R" logo hub caps, which were locally made. The full-sized stainless steel hubcaps with the "American Motors" lettering featured on the U.S. and New Zealand-market 1970 Rebel and U.S. 1971 Matador were never available as an option in Australia. Apart from the hubcaps, the 1971 Australian Matador was identical externally as the 1971 U.S. models.

Unlike the U.S. models, Australian Matadors came standard with power steering and power windows. They continued to have the RHD steering components of the mid-1960s versions. Despite their right-hand drive, the Australian Matadors retained the left-sweep windshield wipers.

A total of 307 Rebels, 69 Matadors, and 64 station wagons were registered in Australia in 1971.

1972

thumb|right|Australian 1972 Rambler Matador. 1972 models were also assembled into 1973.

Australian Motor Industries assembled the U.S. 1971 version through 1972, but marketed it as a "1972" model.

For 1973, as amber front turn signals were adopted in Australia, AMI discontinued the transparent parking light/turn signal lenses, instead installing rectangular amber trailer/truck lenses into the lens fitting. For the rear, the backup light lenses on sedans were fitted with an amber-colored plastic overlay. Station wagons continued to be fitted with amber trailer lights screwed into the tailgate for their turn signals.

From 1973, Matadors were fitted with Australian-made front vinyl upholstered 50–50 split bench seats, each with fold-down armrests and headrests. The new headrests were slimmer than the 1971 and 1972 models. The rear bench seat remained the same. The locally made door panels first used in the Australian 1971 model remained unchanged. Power windows, power steering, under-dash air conditioning, and electric aerial remained standard.

A change was made to the passenger side of the dash from the 1973 model onwards. The 1967 Ambassador flat dash pad was replaced with a more protruding dash pad that ran flush with the instrument cluster binnacle and without the area for a speaker. Speakers were now mounted on both front door panels. 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 and 1973 Matador, displaying speed in miles per hour.

For 1973, Australian registrations were 230 Matadors (191 sedans, 39 station wagons). Most were the U.S. 1972 models.

1974

For 1974, AMI continued to assemble the U.S. 1973 model, 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) now displaying kilometers per hour (km/h.) The horn pad and steering wheel of the U.S 1973 Matador (without the "bullseye" logo) were 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, the 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 was carried over, as did the locally made door panels from the U.S. 1971 model.

Right-hand sweep windshield wipers were now incorporated to match the driver's position.

A total of 145 Matadors (118 sedans, 27 station wagons) were sold in Australia in 1974. All were U.S. 1973 models.

1975

For 1975, AMI continued to assemble the U.S. 1973 model, marketing it as a "1975" model. All the standard features of the original U.S. 1973 model and local year-by-year changes were retained.

Assembly of the 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 station wagons), including the first few second-generation models assembled at the end of 1975.

1976

thumb|right|1976 (U.S 1974) Australian-assembled Rambler Matador sedan

Australian Motor Industries 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. The new Matador was priced at $9,810 for the sedan and $10,951 for the station wagon.

Externally, it was identical to the U.S 1974 model, even using the U.S. stainless steel, full-size wheel covers that AMC had been using since 1972, but now for the first time in Australia.

As with the previous models, the 1967 Rambler Ambassador dash assembly was reused, but was now fitted with the 1974 U.S.-type three-pod instrument cluster. The 1967 Ambassador Weather Eye unit, previously positioned to the left of the instrument dials in previous models, was repositioned to the right. 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. For compliance with the Australian Vehicle Standards rules allowing only ambler turn signals, the tail light assemblies were swapped around so that the original right-side assembly was fitted to the left-side, and vice versa. Thus the reverse lights were to the outside instead of the inside as on the U.S. models. A rectangular, plastic amber insert was attached over the clear reverse lenses and the lights were rewired as both reverse lights and turn signals.

All Australian second-generation Matadors continued to be powered with the AMC 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" with a four-barrel carburetor and electronic ignition. There were no other engine or transmission options.

The hood latch on the second-generation Australian Matadors remained on the passenger (left) side of the dashboard. In contrast, previous Australian Matadors had the bonnet latch on the driver's (right) side, as would be the case on a right-hand drive vehicle. Under-dash air conditioning, power windows, electric aerial, and the 1960s steering componentry remained standard.

Australian license plates are wider than U.S. plates, so a sheet of folded steel was screwed to the license plate area of the body as an extension for the Australian plate to be affixed. A generic trailer light unit was affixed to the extension for the number plate light.

Documented registrations in 1976 were 88 Matadors (78 sedans and ten station wagons).

1977

A few Matadors assembled in December 1976, were registered in 1977.

Documented registrations for 1977 were 27 Matadors (24 sedans and three station wagons.)

Production Number Discrepancies

The official registration figures of Australian second-generation Matador sedans and wagons are at odds with the actual number of Matadors produced, as there are known models with body numbers in the 200s and 300s despite registrations supposedly totaling 102 sedans and 13 wagons. Additionally, the document put out by AMI in November 1976 about the fitting of heavy-duty fleet engines to Matadors states "...the engines have been fitted in numerical sequence from Body number 180 to Body number 248 and are matched to engine numbers A1221PF to A1289PF." Those with the fleet engines to which this document pertains were built in June 1976. Matadors continued to be built thereafter until December 1976.

AMI built 320 Matador sedans and 60 Matador wagons in Australia between December 1975 and December 1976. The reason for the misreporting has been attributed to new Matadors having been registered as "Other" instead of "Rambler" at the time of first registration.

Matador Coupe

thumb|right|Rambler Matador X Coupe assembled by AMI

thumb|right|Australian Matador X Coupe. Orange lenses replaced the original red lenses for the turn signals.

A fully built AMC Matador X Coupe was imported and presented at the Melbourne International Motor Show in 1974 to gauge interest. The evaluation car was converted from left-hand-drive to right-hand-drive by an outside company for the show. AMI dealers announced that there would be 80 assembled for the Australian market. One media outlet reporting on the show stated, "As an indication that U.S cars are now very passe, most showgoers drifted by with hardly a glance for the car, preferring to paw over the bread-and-butter Toyota range." Other media reports were more optimistic, stating that they expected the model to sell out quickly.

Although AMI received 160 knock-down kits for the all-new Matador Coupe in 1974, they did not assemble them until late 1976. By the mid-1970s, AMI focused more on producing Toyotas and wanted to build something other than the Matador coupes. The knock-down kits were purposefully exposed to the elements outside for many months to achieve an insurance write-off. However, the loss assessors adjudicated that 90 cars were still salvageable. Of the 160 kits AMI received, 70 were destroyed, 80 were assembled, and ten were held as parts.

Priced at $11,986, the model was marketed through 1977, and sold for only one year.

Right-hand-drive Matador sedans, wagons, and the Matador Coupe were assembled using AMC's RHD dashboard, which was introduced in 1967. However, the instrument dials, center column, and steering wheel on the Australian Matador Coupe were from the U.S. 1974 model. To satisfy Australian design regulations, the inner taillamps were replaced with a round orange lens to flash amber as a turn signal, while the outer lights remained the original red lens as a combination tail light and brake light.

Costa Rica

Purdy Motor in San Jose assembled Matadors in Costa Rica from knock-down kits.

Purdy Motor acquired the franchise rights to market American Motors vehicles in 1959. It had imported complete cars to Costa Rica. It was not until 1964 that Costa Rican laws permitted the 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.

In 1974, a new local vehicle manufacturer, Motorizada de Costa Rica, purchased the rights to the 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 marketing of the AMC brand in Costa Rica.

Mexico

Matadors were built by Vehículos Automotores Mexicanos (VAM) in Mexico.

First generation

1971

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. At the same time, the four-door sedan changed from Rambler Classic 770 to Rambler Classic DPL. Both body styles saw the same features as the U.S 1971 AMC Matadors and were almost equal with only a few exclusive characteristics for each.

Standard equipment consisted of four-wheel manual drum brakes, manual steering, gross at 4,600 rpm 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 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.

1972

For 1972, all VAM cars received the same revisions and improvements as the AMC-built models. The Classic line saw upgrades in the replacement of the six in favor of the with gross 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 a new two-round-pod instrument cluster. New wheel cover and grille designs were noticeable on the exterior, while seat patterns and side panels were 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 reverse the trend. VAM did not want to drop it, leaving the company without a mid-sized two-door offering.

The model was reworked into an all-new limited edition with a sportier focus for 1972 and 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 a floor-mounted shifter (the same unit as the U.S. Rebel Machine models), a 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 model earlier were 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 Go Package-equipped Matador sold in the U.S. and Canada and is probably the most collectible Matador/Rebel model produced in Mexico.

1973

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 as their previous year's counterparts, with differences only in the seat and side panel designs as well as the grille design and a new engine head with larger valves and independent rockers.

Second generation

1974

The generational change AMC Matadors received for 1974 in the United States was also introduced in Mexico. This meant a new front-end design with the "coffin nose" elongated central portion and single headlights, new horizontal tail light designs, and rear license plate mount located on the back panel instead of the bumper, as well as a new dashboard with squared dials and full length padded surface. Further changes included bumper designs with the five-mile-per-hour impact-absorption system. This meant the only case (alongside the Pacer) of a VAM car incorporating this safety measure, which the Mexican government did not mandate, making VAM Classics exceed the safety regulations of its time. Sedan units ordered with the automatic transmission regularly included the power steering system and a heater at no extra cost. The beginning of automotive engine emission certification in Mexico affected the six, which changed to a lower 8.5:1 compression ratio.

Matador Coupe

The year's biggest news was the arrival of 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. and its largest sized models were the Americans (AMC Hornets).

International exports

thumb|AMC Matador coupe exported to Poland

Canada

AMC's Brampton Assembly Plant in Ontario, Canada had been building Rambler and AMC vehicles since 1962, including the Ambassador (until 1968) and Rebel (until 1970). However, the plant did not make the Matador which replaced the Rebel.

Finland

Rambler and AMC vehicles were imported from Kenosha into Finland by two major Finnish companies from the 1950s until the late 1960s, after which Wihuri Group, a sizeable multi-sector family business, took over import operations using its shipping operation, Autola Oy, which Wihuri had brought in 1954. First and second-generation Matadors were imported along with Hornet and Javelin. As with all AMC export markets, the models were marketed as "Rambler" in Finland. Imports of the Matador continued until 1975.

France

Jean Charles Automobiles imported several AMC and Jeep vehicles including a small number of Matadors including station wagons. They are identified by a stamped plate affixed to the body.

Norway

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.

United Kingdom

Hudson motor vehicles had been assembled in the United Kingdom since 1926 at the Hudson plant in Chiswick, West London. After the merger of Nash and Hudson to form American Motors, the facility became an importer of AMC vehicles. It continued as a service center for Hudson and AMC vehicles. The U.K. operation was renamed Rambler Motors (A.M.C) Limited. As with all AMC's export markets, the Rambler name was thereafter used on all AMC vehicles sold in the U.K.

A few Matador sedans and wagons were sold in the U.K. alongside the Ambassador in hardtop and station wagon versions, as well as the Javelin pony car. Except for the Javelin, both the Matador and Ambassador models were exported from Kenosha with factory right-hand drive, as had been with the prior Rebel and Ambassador models imported into the U.K. None were locally assembled.

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 U.S-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.

Discontinuation

By the late 1970s, the American automotive landscape was undergoing a seismic shift, with consumer preferences veering sharply towards smaller, more fuel-efficient vehicles. The era of large, gas-guzzling automobiles was waning, as the 1973 oil crisis and persistent double-digit inflation made fuel economy and affordability paramount concerns for American families. The AMC Matador, a large-sized car, became increasingly out of step with this evolving market, facing dwindling demand as consumers sought more economical alternatives.

American Motors, grappling with limited financial resources, could not comprehensively redesign its large-sized models. The AMC Ambassador was discontinued after the 1974 model year, and the Matador followed suit after 1978, coinciding with Ford's move to downsize its full-size models. The introduction of the downsized 1977 Chevrolet Impala further exacerbated the decline of legacy intermediates from AMC and Chrysler, signaling a broader trend towards smaller, more efficient vehicles.

AMC's response to the shrinking large car market was the introduction of the AMC Concord for the 1978 model year. The Concord represented an upmarket restyling and repositioning of the compact AMC Hornet, sharing the same wheelbase as the redesigned 1978 Chevrolet Malibu. The Concord was marketed as a vehicle combining an "easy-to-handle size with a roomy sumptuous interior," in stark contrast to the polarizing Matador coupe, the Concord's "overall styling was pleasant...would not offend anyone." The new Concord models debuted AMC's first complete line of economical, compact-sized cars offering luxurious trim, features, and comfort levels previously exclusive to larger automobiles.

The discontinuation of the Matador marked the end of AMC's presence in the traditional large car segment for nearly a decade. The automaker did not re-enter this market until the introduction of the Eagle Premier a product of AMC's partnership with Renault. The full-sizes four-door sedan was introduced to the marketplace following the purchase of AMC by Chrysler in 1987. The new Premier represented a new direction for the former AMC, showcasing a more modern, European-influenced design and engineering, reflecting the evolving automotive landscape of the late 1980s.

References

Further reading

  • 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 Rambler Club encourages and promotes the preservation, restoration, and collection of automobiles produced by AMC
  • The American Motors Owners Association aiding and encouraging the use, enjoyment, preservation, and restoration of vehicles built by AMC between 1954 and 1988