[9] Trim and equipment levels started from the basic, called the Deluxe, to the mid-level Super, and the top-of-the-line Custom, which featured bucket seats in a four-door sedan.

"[1] American Motors "defied the detractors" with its emphasis on economical and compact-sized cars achieving a sales total of 370,600 vehicles in 1961, "lifting the Rambler to an unprecedented third place in the charts behind Chevrolet and Ford".

[3] Classics with an automatic transmission continued to use push buttons mounted on the left side of the dashboard with a separate sliding pull tab for the "park" position.

[18] A Popular Mechanics nationwide survey of owners that had driven a total of 1,227,553 miles (1,975,555 km) revealed that the Rambler is likable, easy handling, providing stability and comfortable, roomy ride with low-cost operation.

[17] The magazine editors also highlighted that the Classic has approximately the same length as most of the other "compact" cars on the market, but its interior room is equal to the new and larger "family-sized" Ford Fairlane and Mercury Meteor.

[25] American Motors' "senior" cars (Classic and Ambassador) shared the same wheelbase and body parts, with only trim differences and standard equipment levels to distinguish the models.

[30] Motor Trend's "award is based on pure progress in design, we like to make sure the car is also worthy of the title in the critical areas of performance, dependability, value, and potential buyer satisfaction.

This unique model was introduced to highlight AMC's completely new short-stroke, seven main bearing, 145 hp (108 kW; 147 PS) 8.5:1 compression ratio 232 cu in (3.8 L) "Typhoon" modern era inline-6.

Still, the Cheyenne was likely most significant because AMC "did lots of specially trimmed, production-based show cars in its day" given the large number of station wagon models it sold.

[40] Marketing emphasized their new styling, powerful engines, and expanded comfort and sports-type options, which was in contrast to the previous "economy car" image even though basic low-cost versions of the Classics were available.

[48] This market study resulted in AMC offering a new large plaid custom fabric upholstery - along with two matching throw pillows - as an option for the 1966 Classic Rebel hardtop model.

[49] The 1966 model year Rambler Classics received minor trim changes and additional standard safety features, including a padded dash and visors, left outside mirror, as well as seat belts for the front and rear passengers.

[55] Facing the "Big Three" domestic automakers, American Motors promoted itself as "the "Friendly Giant Killer" advertising campaign emphasizing its cars with "quality built-in, not added on".

[52] However, the name Classic was no longer considered a positive factor in the marketplace, and AMC began reshuffling model designations in 1966 to launch its completely redesigned intermediate-sized line.

[37] Public reaction to the tartan touch appearing in some of AMC's "Project IV" automobile show tour cars was judged favorable enough to make the unique trim available on the Rebel hardtop.

[54] Serving as one example to verify how the automotive press sometimes derided AMC products, Popular Science magazine wrote that the new "Rambler Rebel reveals a sudden interest in performance," but its handling package cannot overcome the car's obsolete suspension design.

[59] However, AMC continued using this suspension design on the larger sized models, rather than an open Hotchkiss that needs stiff springs to resist torque reaction and driving thrust.

The "obsolete" description of AMC's design is juxtaposed how General Motors employed a similar suspension system on their third-generation Camaro and Firebird nearly twenty years later, which featured MacPherson strut front and a torque arm mounted rear-drive axle.

[63] The exterior was a light ice-blue pearlescent paint, while the car's dark blue interior featured Corfam upholstery with a metallic thread embroidered snowflake in each seat back.

All were powered by the 3.77 L (230 cu in) overhead camshaft (OHC) straight-six "Tornado Interceptor" engines that were originally developed by Kaiser Motors in the U.S. for the 1963 Jeep Gladiator pickups and Wagoneer vehicles.

[65] A road test of an IKA Rambler Classic 660 by the Argentinean automotive magazine, Revista Parabrisas, described significant differences to the 1962 versions, noting the new stylized simple lines and more fluid design, as well as concluding that it is "a large and comfortable ride for both the city and touring, as well as – depending on the driver – can be sporty.

The IKA-modified cars included heavy-duty running gear, vinyl interior, and taxi-specific accessories, that were powered with the standard IKA-built "Tornado" 230 cu in (3.8 L) overhead cam (OHC) engine.

[70] The base prices of Rambler Classics dropped with the introduction of the redesigned 1963 models due to the elimination of some standard equipment such as the reclining front seats and heater.

With Canada being a Commonwealth country, the Brampton plant also undertook to export complete vehicles to right-hand-drive markets including Australia, India, New Zealand, and the United Kingdom.

[88] Modifications included a custom grille and a single chrome strip the full length of the bodyside, a raised roof, as well as the elimination of the stock panoramic rear window by straight back glass framed by large C-pillars.

The VAM Rambler Classic was a success among consumers and the automotive press, obtaining praise for the car's roominess, comfort, styling, advanced engineering, as well as its economy and value.

The two-door Rambler Classic 770 featured individual reclining front seats and its marketing focused on sportiness, marking for the first time a difference between the two body styles other than their number of doors.

Parts and spares were supplied locally out of the Chiswick service center located on Great West Road for the whole of the United Kingdom, Europe, and the Middle East.

Automovil de Francia built an assembly plant at Mariara, 100 kilometres (62 mi) north of Caracas to build AMC and Renault vehicles including the Rambler Classic.

[105] Former U.S. presidential candidate, Mitt Romney, received his first car in 1965 while he was a student at Brigham Young University, a used 1963 Rambler Classic from his father, AMC President George W.