I will try to keep this short and easy to read, but also informative. And hopefully this will be a simple guide you can refer to often, if you’re looking for an old car. The bulk of my knowledge is with Dodge/Plymotuh, and AMC. But I’ve been studying Studebakers, Chevy’s, and Fords along the way. I’ve tried to not use a lot of internet sources for my information. I’ve found some of them to be unreliable, although there are some that are invaluable as well. I try to use publications from the time period. I’ve found many old Motor Trend magazines (and others)that are full of great road test, and comparisons. Two really good issues to get a hold of are Motor Trend.. Dec, 1959– and — Oct, 1960.
The American manufacturers war of the compacts started in about 1959. Although there had been some efforts before that. But it was about 1960 before it really took off commercially. So out of the those cars it was the 1959 Studebaker Lark (and the Rambler, but thats next) that really kicked it off. It was offered in 2-door(post), 4-door, 2-door hardtop, and a 2-door station wagon. There were 2 trim levels, the Deluxe and the Regal. The Deluxe was the base model, and the Regal featured more trim and luxury items. Engines offered were a 170cid in-line six cylinder L-head. And unlike any of the bigger manufacturers, they offered a V-8 259cid(225hp). The V-8 seems to have rated very high in road tests done at the time. The 170cid six-cylinder is most likely what you’ll find though. This was an older Studebaker mill, and was refined a bit for modern fuels. It had great low-speed acceleration, but was not fast by any means. I personally love the engine, and the way it sounds. But it is a bit more difficult to source parts for than some the other more modern overhead-valve designs the other comapnies had. The Lark and it’s variations would last until 1966, when Studebaker finally went under. Through the years it came with many other trim packages, and drive-train options. In 1960 a convertible and a 4-door station wagon appeared. In 1962 the Lark Cruiser was offered as a more luxurious model, based on the longer wheel-base taxi frame. And could even be had with a fold-back canvas “sun-roof”. Also a bigger V-8 was available, the 289cid. It was primarily marketed as a ploice package, but could be ordered by the public too. And, lacking funds for a complete re-tooling, the 170cid L-head motor, was basically converted to an overhead valve design. In 1962 came the Lark Daytona(Larks actually ran well at the first Daytona 500 in 1959), it was to replace the Regal as the high-end product, although Regals were still available. The Daytona came with bucket seats, center console, etc.. The most noticeable change in 1962 was a change in the glass. The cars had thinner pillars, and flatter glass giving the interior a slightly roomier feel, and better visibility. Also the Standard series appeared. It was a completely stripped down model, with no trim, or options. Not even an emblem designating it as a Lark. It only had a Studebaker emblem. However for those “in the know” in 1963, you could order many more performance options than previously available. Things like disc brakes, and super-charged V-8’s. For the remainder of the Larks life it recieved a few name shuffles and additions. The Lark Challenger replaced replaced the low-cost Standard, and the Lark Commander replaced the Regal, and Custom lines. The Lark name eventually disappeared and left only the Studebaker Commander, and Challenger. By 1966 operations had moved to a single factory in Canada where the last car rolled off the line.
Next is the AMC Rambler. This can get confusing. Nash and Hudson had merged to become AMC in 1954. Initially the Rambler was sold under both Hudson and Nash names simultaneously in 1954-56. Then in 1959 it came back as it’s own marque(similar to Chryslers Dodge or Plymouth, etc.). AMC, In an effort to save money used the old mid-50’s tooling for the new model. The Rambler name was attatched to a whole host of AMC cars, large and small. But here we will focus on the compact Rambler American. It had a life-span from 1958-1969. The 1958 Rambler only came in a 2-door sedan version. The following year a 2-door station wagon would be added, and 1960 a 4-door sedan. All came with the 195.6 ohv in-line six engine. This was an incredibly basic and reliable engine. And has not recieved it’s due in the history books. It’s not a perfomance motor by any means. But it runs great, and it goes forever. And the basic design lasted in the Jeep until last year(2007). It also had the most horse-power of all the compacts intitially. The 2nd generation of the Rambler was from 1961-1963. It was identical mechanically, and chasis wise. But the body became more square. And a convertible became available. In 1963 a trim option called the 440-H had bucket seats with various sporty looking appointments, and a version of 195.6 motor that had a little more power. Also available was a 2-door coupe with no pillars. The third and last generation of the Rambler American was from 1964-1969. The cars became even more square, but sleek. And was a down-right cool looking car. And although AMC was late in the muscle car game you started seeing the little Rambler with some crazy high-performance options. All the while maintaining the economy treatments too. The 440 was still around, and new were the 330, and 220 trim designations. Also things like more advanced suspension came around. Also appearing on the scene was the new and venerable 232cid in line 6 cylinder engine. It was optional over the reworked 195.6cid(now a 199cid). It had 7 main bearings and was tough as a tank. By this time the body styles offered were 2-door coupe, 2-door post, 4-door sedan, 2-door convertible, and a 4-door station wagon. The 64-65 models featured a tunnel shaped front fender that looked like it extended off the headlights. Starting in 1966 the fender became completely sqarue. In 1966 the 440-H was renamed the Rogue. A new 290cid V-8 “Typhoon” was available mid-year. The 330 trim package was dropped also. Cool things started happening in 1967 with the Rambler American. In the Rogue and 440 you could order the 343cid V-8. And over the next couple years the Rambler American would be offered in less and less options. When in 1969, it’s last year, The name American was dropped. And it was just a Rambler. BUT!!! A magical car sprung from the Rogue package called the S/C Rambler “Scrambler”. These cars were assembled by Hurst Performance, and treated to some of the coolest “upgrades” ever. It had AMC’s 315hp 390cid V-8, a Hurst shifter attatched to a manual 4-speed that spun a “Twin Grip” rear-end. Also a massive and unique hood-scoop that looked like a mail-box, a Sun tachometer strapped to the steering column. And a bitchin’ red, white, and blue paint scheme(actually two paint schemes “A” and “B”). They only made a little over 1,500. But man what a car!(The first Rambler was built in 1902, by the Thomas B. Jeffery Company, a predecessor to Nash. So, there is quite a bit of previous Rambler history to dig into).
Now you have the basics for those cars, there are a lot more sources with way more detail on many web-sites. But I hope this helped give you a basic understanding of how those cars came and went. Next time I will be discussing the Plymouth/Dodge A-bodies(Valiants/Lancers/Darts/Demons/Dart Sports/ Dusters/ Scamps/Swingers). So if you’re shopping, don’t make up your mind yet. We still have Fords and Chevy’s to tackle too.
Tags: AMC Rambler, Challenger, Chevy, Commander, Corvair, Dart, Falcon, Lark, Nova, Studebaker, Valiant
