Its features included the new 327 cu in (5.4 L) AMC V8 engine (equipped with a 4-barrel carburetor and dual exhausts and rated at 270 hp (201 kW; 274 PS) and 360 pound force-feet (490 N⋅m) of torque) mated to a BorgWarner supplied 3-speed automatic transmission with push-button gear selection.

In 1957, AMC bored the 3-1/2-inch 250 CID V8 to 4 inches and 327 cu in (5.4 L) displacement, which, when offered in the Rambler Rebel used solid lifters and Bendix electronic fuel injection, was rated at 288 hp (215 kW; 292 PS).

Other changes included the activation of the starter through the neutral pushbutton (on automatic transmission-equipped cars) and the addition of an optional "Powr-Saver" engine fan, which featured a fluid-filled clutch for quieter high-speed operation.

[14] The top "Custom" trim models in both pillared or hardtop versions included fender ornaments, a clock, full wheel covers as well as additional padding for the rear seat, dash, and sun visors.

[11] To enhance the visual length of the cars, a full-length bodyside molding was painted in a contrasting color on the Super trim models or enclosed a brushed aluminum panel on the Ambassador Custom series.

The 1960 Ambassadors continued with an independent front suspension with upper and lower A-arms, an enclosed drive shaft (torque tube) with a live rear axle using 4-link trailing arms, and coil springs at all four wheels.

[11] The 1961 Ambassador continued the previous year's 117-inch (2,972 mm) primary unitized platform, but received an unusual new front-end styling that was overseen by AMC's in-house design department headed by Edmund E. Anderson.

[15] The 1961 Pure Oil Company Economy Trials, designed to parallel everyday driving experiences closely, saw the Ambassador capture 9 of the first ten places in the V8 engine category and win the top of its class.

This was like the 1957 Rambler Rebel, which was the quickest four-door sedan made in the United States that year, achieving 0 to 60 mph (0 to 97 km/h) acceleration in just over 7 seconds and making it faster than the Hemi Chrysler 300C, the DeSoto Adventurer, the Dodge D500, the Plymouth Fury, and the Chevrolet fuel-injected 283.

The styling effect was repeated in the new vertical wraparound taillamps, with the top-line models receiving a twin set of horizontal ribbed moldings across the back of the trunk lid that simulated the look of the front grille.

Station wagons also received a new roof (that did not have as pronounced dip over the rear cargo area) as well as a redesigned tailgate and optional simulated woodgrain exterior side panels.

The DPL included unique lower body side trim and numerous standard convenience items such as reclining bucket seats upholstered in brocade fabrics or optional vinyl.

Motor Trend magazine tested a 1966 DPL equipped with a 327 engine that "definitely has snap we hadn't felt before" and, even with an automatic transmission, experienced "healthy wheelspin from both rear wheels [because of the Twin-Grip limited-slip differential]...

[52] Adding more elegance to DPL two-door hardtops and convertibles was the optional "Satin-Chrome" finish (paint code P-42) for the lower body side replacing the standard full-length stainless steel rocker moldings.

[57] With a four-barrel carburetor and dual exhaust, the 343 V8 produced 280 bhp (210 kW) at 4800 rpm and 365 pound force-feet (495 N⋅m) of A new four-link trailing-arm rear suspension system eliminated the old torque tube design, providing a more comfortable coil spring ride.

Because of this, Abernathy was released from AMC by its board of directors later that year and was replaced by William V. Luneberg and Roy D. Chapin Jr. American Motors provided specialized fleet options for commercial and municipal customers.

The Rambler Rebel and its replacement AMC Matador were, after that, built using the same RHD dash, steering, and instrumentation as the 1967 USPS Ambassador sedans for both built-up export to the United Kingdom and for the knock-down kits supplied for local assembly in Australia and New Zealand.

[78] Fender-mounted marker lights were added at the front and rear as standard equipment, as the U.S. National Highway Traffic Safety Administration (NHTSA) regulations mandated their application (along with seat belts beginning January 1, 1968) to all passenger cars sold in the United States for 1968.

"[86] The combination of rich velour upholstery, individually adjustable reclining seats, standard air conditioning, and the longer wheelbase were highlighted in advertisements with Ambassador's posh"limousine" ride at an economical price.

The 1970 AMC Ambassadors were announced on 1 October 1969, featuring new rear end styling for the two-door hardtops and four-door sedans while the station wagons gained a new roof panel to accommodate a longer 6-foot (1,829 mm) luggage rack, which was standard.

[96] The promotion noted the Ambassador is AMC's finest car, like the Cadillac at General Motors, Lincoln Continental is Ford's, and Imperial is Chrysler's, but "about the size of their Impalas, Galaxies, and Furys" that were considered ordinary models at the time.

This backing also included mechanical upgrades to increase durability and quality, such as the standardization of electric windshield wipers on all model lines, replacing AMC's vacuum-powered units, and better interior trims.

Styling changes on the 1972 Ambassador were minimal and consisted of a new crosshatch cast metal grille with bright trim and new integrated fender extension mounted side marker lamps on the front.

[111] Multiple improvements in quality were designed to reinforce the new "Extended Buyer Protection Plan" exclusive to AMC cars that provided complete maintenance coverage for two years or 24,000 miles (38,624 km).

[112] The automaker's marketing campaign shifted to stress quality in a "we back them better because we build them better" advertising with particular emphasis into the Hornet, Matador and Gremlin promotion, while the Ambassador received individual support with the tagline "you get standard equipment, the luxuries you'd normally have to pay extra for.

[125] Assembly of IKA Ramblers began in 1962, with the Argentinean cars being the 1961 U.S. versions, but equipped with 226 cu in (3.70 L) Continental I6 engines producing 119 hp (89 kW; 121 PS) at 4000 rpm, along with a steering column-mounted manual three-speed transmission.

The Australian-built Ambassadors included a significant percentage of "local content" to gain import tariff (tax) concessions by using parts and components (such as interiors and upholstery) that were sourced from Australian manufacturers.

Aside from marketing the already existing Jeep line, Willys Mexicana focused efforts on the compact Rambler American, which obtained a generation change the following year, meaning a complete retooling of the Vallejo plant.

After the corporate transition between 1960 and 1964 concluded, in which the Rambler marque under VAM surpassed the commercial results of its local predecessors Armadora Mexicana and Planta REO combined between 1950 and 1959, the company opted not to offer the Ambassador model.

Unlike the United States, with a larger and more diverse market for two different car lines with the same styling, AMC could differentiate the models with V8 engines for the Ambassador and the Classic limited to six-cylinder versions.