American · 1968–1970

AMC AMX

The AMC AMX is a two-seat GT-style muscle car produced by American Motors Corporation from 1968 through 1970. As one of just two American-built two-seaters, the AMX was in direct competition with the one-inch (2.5 cm) longer wheelbase Chevrolet Corvette, for substantially less money. It was based on the new-for-1968 Javelin, but with a shorter wheelbase and deletion of the rear seat. In addition, the AMX's rear quarter windows remained fixed, making it a coupe, while the Javelin was a true two-door hardtop. Fitted with the standard high-compression 290 cu in (4.8 L) or optional 343 cu in (5.6 L) or 390 cu in (6.4 L) AMC V8 engine, the AMX offered sporty performance at an affordable price. Despite this value and enthusiastic initial reception by automotive media and enthusiasts, sales never thrived. However, the automaker's larger objectives to refocus AMC's image on performance and to bring younger customers into its dealer showrooms were achieved. After three model years, the two-seat version was discontinued. The AMX's signature badging was transferred to a high-performance version of its four-seat sibling, the Javelin, from the 1971 to 1974 model years. American Motors capitalized on the respected reputation of the original two-seat AMXs by reviving the model designation for performance-equipped coupe versions of the compact Hornet in 1977, Concord in 1978, and the subcompact Spirit in 1979 and 1980.

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Origin

The AMX name originates from the "American Motors experimental" code used on a concept vehicle and then on two prototypes shown on the company's "Project IV" automobile show tour in 1966. One was a fiberglass two-seat "AMX", and the other was a four-seat "AMX II". These radically styled offerings reflected the company's strategy to shed its "economy car" image and appeal to a more youthful, performance-oriented market. The original AMX full-scale models were developed in 1965 by AMC's advanced styling studios under the direction of Charles Mashigan. The two-seat AMX was a "big hit on the auto show circuit in 1966" and featured a rumble seat that opened out from the rear decklid for extra passengers called a "Ramble" seat. AMC executives saw the opportunity to change consumers' perceptions of the automaker from Romney's economy car image to the realities of the new marketplace interested in sporty, performance-oriented vehicles. Robert B. Evans requested a car like the AMX to be put into production quickly. Two simultaneous development programs emerged for a production car: a modified Javelin and another for a completely new vehicle bodied in fiberglass. The first approach was selected to allow AMC to use its existing technology and unibody manufacturing expertise to make relatively inexpensive modifications to the Javelin, approximating the prototype's styling and proportions. The automaker could turn out steel bodies in large numbers, so it rejected developing plastic (or fiberglass) bodies because those are intended only for low-production models. The first fully operational unit debuted as part of AMC's AMX project in 1966. The once-"frumpy" automaker jumped on the "pony car bandwagon" with its "attractive Javelin" and soon introduced the "unique" AMX featuring a des

Record-breaking

To promote the new car, AMC's manager for performance activities, Carl Chakmakian, asked world land speed record holder Craig Breedlove to put the AMX through its paces before the new vehicles were even available for sale. In January 1968, two specially prepared AMXs set 106 world speed and endurance records at Goodyear's track in Texas driven by Breedlove, his wife Lee, and Ron Dykes. Breedlove's "Spirit of America" crew and Traco Engineering had six weeks to prepare the cars before they were to be displayed at the Chicago Auto Show in February. The AMC V8 engines, such as the 290 cu in (4.8 L) engine in one car was bored out to 304 cu in (5.0 L) and the 390 cu in (6.4 L) in the other to 397 cu in (6.5 L). The shop installed exhaust headers, eight-quart oil pans, oil coolers, hi-rise intake manifolds, racing camshafts with solid lifters and stronger springs, and larger carburetors. The cars had engine and rear-end oil coolers, as well as 37 US gal (140 L; 31 imp gal) cell-type safety fuel tanks. Engine components were X-rayed and Magnafluxed to check for cracks, as were chassis components. Chassis preparation included heavy-duty front and rear springs (part of the factory's optional handling package), rear spring traction control arms, heavy-duty shock absorbers, and a "panhard" type track bar in the rear to eliminate side sway. Wide magnesium racing wheels and Goodyear racing tires replaced the stock road wheels and standard tires. The cars were aerodynamically modified: the front ends were lowered, the hoods were slanted down, and spoilers were installed below the front bumpers. The car interiors had structure-stiffening roll cages for driver protection, a stock bucket seat modified for additional support, and supplementary engine-monitoring instruments. Breedlove al

Industry firsts

The American Society of Automotive Engineers (SAE) named the AMX as the "best-engineered car of the year" in 1969 and 1970. For its first-year recognition, the reasons cited included the car's dashboard, which was injection-molded in one piece "for safety purposes, an industry first." The AMX's new 390 cu in (6.4 L) engine was developed to have a large displacement within its minimal external dimensions and moderate weight, while the use of common components and machining with AMC's 290 and 343 engines assured manufacturing economy. The 1968 models also included an innovative fiberglass safety padding, a "plastic" on the inside of the windshield posts that was first used on the AMC Javelins. For the following year's award, the SAE recognition included the 1970 AMXs (and Javelins) being the first production cars to use windshields that were safer, thinner, and lighter than ordinary laminated glass. Developed by Corning, the glass featured a chemically hardened layer designed to give under impact and crumble into small granules to reduce injuries. The inner layer has "stress raisers that will cause it to break before excessively high concussion forces can be developed in the occupant's skull." American Motors also incorporated new designs for windshield sealing for the 1970 models and developed a systems solutions process that began in the styling studio to ensure maximum efficiency.

1968

American Motors promoted the mid-model year launch of the AMX to automotive journalists at Daytona to emphasize its sports car performance, as well as with a marketing agreement with Playboy Enterprises. To introduce the AMX to its dealers, AMC held meetings at nine Playboy Clubs. The AMX was introduced to the public on 24 February 1968, five months after the Javelin and other 1968 AMC cars. The AMX was promoted as "the only American sports car that costs less than $3500". American Motors advertisements also showed "a helmeted race driver revving up at the starting line in one of AMC's sporty AMX models, which it describes as ready to do 125 miles an hour." The two-seat AMX was "meant for a small, well-defined market niche, and it pulled young people into AMC dealer showrooms in never before seen numbers". Numerous road tests described the new AMX as a "handsome two-seater with American-style acceleration and European-style handling". Journalists gave it a real run workout on all kinds of terrain and wrote "that the AMX is one of the best-looking cars – if not the best-looking car – made in the U.S.A." All AMXs came with four-barrel carbureted small block AMC V8 engines in several versions: 290 cu in (4.8 L) (225 hp (168 kW), N-code), 343 cu in (5.6 L) (290 hp (220 kW), T-code), as well as the 390 cu in (6.4 L) "AMX" featuring 315 hp (235 kW) with 425 pound force-feet (576 N⋅m) of torque (X-code). All are derived from the same external size block. However, the three engines differed vastly internally, with the smallest engine having small intake and exhaust valves, thin block webbing, and a cast nodular iron crankshaft; the 343 used larger valves with a thicker block webbing; and the 390 moved up to a forged steel crankshaft and connecting rods, as well as larger rod be

1969

The AMX's full second model year saw only slight changes, except for a $52 increase in its base price. The five-spoke Magnum 500 steel road wheels were no longer chrome plated, but now came with a stainless steel trim ring. The racing stripes were now available in five colors. The interior featured a revised instrumentation with the 0–8000 rpm tachometer moved to match the speedometer that was now calibrated to 140 mph (230 km/h). Interior door panels were revised, carpeting was upgraded, new leather upholstery was optional, and the gas pedal became suspended. Later production cars received a hood over the instruments in front of the driver. Trunk capacity was 9.7 cubic feet (275 L). Starting in January 1969, all manual transmission AMXs came with a Hurst floor shifter. The center console-mounted three-speed "Shift-Command" automatic remained optional with "1", "2", and "D" forward settings. The "D" mode was for fully automatic operation, but the driver could shift manually through all three gears by starting in the "1" setting for first gear with no upshift, then the "2" setting for second gear with no upshift, and finally to third-gear in the "D" setting. A "Big Bad" paint option for $34 became available in mid-1969. The neon brilliant blue (BBB), orange (BBO), and green (BBG) exteriors included color-matched front and rear bumpers, as well as a unique slim bright lower grille moulding for the front bumper and two vertical rubber-faced painted bumper guards for the rear. The factory-painted 1969 AMXs were 195 in BBB, 285 in BBO, and 283 in BBG. Popular Mechanics wrote that the 1969 "AMX preserves the status quo this year, being virtually unchanged, and remains an absolute delight to drive." California 500 Special. The "California 500 Special" is a version of 1969 AMXs

1970

American Motors 1970 AMX advertising headlined, "We made the AMX look tougher this year because it's tougher this year". They were mildly facelifted resembling the first two model years, but the changes were different enough to be a separate design for 1970. Featured was a new front-end design with a longer hood that had a "power blister" with two large openings. These air intakes were functional cold ram-air induction system with the popular "Go Package" available with the 360 and 390 engines. The new grille was flush and full-width, incorporating the headlamps. The revised rear end also featured full-width taillamps and a single center-mounted backup light. Side marker lights were now shared with several other AMC models. Riding on the same wheelbase 97-inch (2,464 mm) as before, the changes increased the AMX's overall body length by about 2 in (50.8 mm) to 179 in (4,547 mm). American Motors also changed the AMX's engine lineup for 1970 with the introduction of a new 360 cu in (5.9 L) four-barrel (290 hp (220 kW), P-code) to replace the 343 cu in (5.6 L) V8. The smallest 290 was dropped, and AMC could claim 65 more base horsepower than the AMXs featured previously. The 390 cu in (6.4 L) V8 engine continued, but upgraded to new heads with 51 cc (3.1 cu in) combustion chambers that increased power to 325 hp (330 PS; 242 kW) at 4800 rpm and 430 lb⋅ft (583 N⋅m) of torque at 3200 rpm. The code remained "X" for the engine on the vehicle identification number (VIN). The "Go package" was available with the 360 cu in (5.9 L) engine (including power front disc brakes, F70x14 raised white letter tires, handling package, heavy-duty cooling, and the ram-air induction system) for $298.85, or including the 390 engine for $383.90. Also new, the front double wishbone suspension had ba

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Specifications

name: AMC AMX
Manufacturer: American Motors Corporation (AMC)
Production: 1968–1970
Assembly: United States: Kenosha, Wisconsin, Australia: Port Melbourne (AMI)
aka: Rambler AMX (Australia)
Class: Grand tourer, Muscle car, Sports car
Body style: 2-door coupe
Layout: FR layout
Platform: AMC's "junior cars"
Successor: AMC Javelin (second generation)
Designer: Dick Teague
Wheelbase: 97 in
Length: 1968–69: 177 in, 1970: 179 in
Width: 71 in
Height: 51 in
Kerb weight: Approximate: 3000 lb
Transmission: 4-speed manual floor shift (standard), 3-speed "Shift-Command" automatic on console
Engine: 290 CID 4-bbl V8 225 hp 1968–69, 343 CID 4-bbl V8 280 hp 1968–69, 360 CID 4-bbl V8 285 hp 1970, 390 CID 4-bbl V8 315 hp 1968–69, 390 CID twin 4-bbl V8 340 hp 1969 SS (only), 390 CID 4-bbl V8 325 hp 1970

Specification summary from Wikipedia (CC BY-SA 4.0). Check the linked sources for citations.

More photos

Sources

Wikidata — https://www.wikidata.org/wiki/Q294663CC0 1.0 · retrieved 2026-10-01
Wikipedia — https://en.wikipedia.org/wiki/AMC_AMXCC BY-SA 4.0 · Text © Wikipedia contributors; revision 1371689157 · retrieved 2026-10-01
Wikimedia Commons — https://commons.wikimedia.org/wiki/File:1968_AMC_AMX_white_at_Rockville_Maryland_show_2007.jpgPublic domain · Photo: CZmarlin — Christopher Ziemnowicz, releases all rights but a photo credit would be appreciated if this image is used anywhere other than Wikipedia. Please leave a note at Wikipedia here. Thank you! · retrieved 2026-10-01
Car Model Index — https://models.autoculturesociety.com/Compiled record. Sources that do not permit reuse are not copied; this index is credited instead.