1958 AMC Ambassador

Thomas B. Jeffery of Chicago, Illinois was a builder of the Rambler bicycle and constructed his first prototype automobile around 1897. Commercially mass-produced automobiles followed in 1902 and by the close of the year, Jeffery had produced 1,500 motorcars, making the Thomas B. Jeffery Company the second-largest auto manufacturer at the time, second only to Oldsmobile.

Charles W. Nash acquired the Thomas B. Jeffery Company in 1916 and a year later became the Nash Motors Company. Following the merger with a major appliance maker, it became the Nash-Kelvinator Corporation in 1937 with George W. Mason, a former Chrysler works manager, serving as president.

In the immediate post-World War II era, Nash offered the 600 resting on a 112-inch wheelbase, powered by an L-head six-cylinder engine, and wearing pre-war styling. The upmarket Ambassador had a 121-inch wheelbase and was powered by an engine with overhead valves and a 234.8 cubic-inch displacement. The Ambassador employed body-on-frame construction with semi-elliptic springs at the rear while the smaller 600 had unitized construction and coil springs all around.

One of George Mason's goals was to unite all of the independent auto manufacturers under one banner, and this dream was realized shortly before his death in 1954. Nash and Hudson merged in May of 1954, forming American Motors, and was led by George Romney. Their product was a two-door sedan version of the Rambler American, along with a four-door sedan.

After several years, Nash and Hudson's operations were fully integrated under the AMC nameplate, but until that point, both Nash and Hudson products were distributed to separate showrooms and each wore the same basic Nash body but with several styling distinctions. The Hudson was essentially a 'badge-engineered' Rambler.

A new type of Rambler was introduced in the spring of 1956, based on the 1954 four-door model's 108-inch wheelbase, and equipped with a new overhead-valve six-cylinder engine, available with an optional Hydra-Matic, and finished in two-tone exterior sweep panel treatments.

By 1957, production of the Detroit-based Hudson vehicles had ceased completely and nearly all AMC production was being performed at the Nash facilities in Kenosha, Wisconsin.

By 1958, both Nash and Hudson nameplates had disappeared. AMC introduced America's first 'compact car,' the Rambler American, which was essentially the 1950 Nash Rambler but with modern styling. The American rested on a 100-inch wheelbase, the Rambler and Rebel employed a 108-inch platform, and the Ambassador measured 117-inches at its wheelbase. An L-head six-cylinder engine with a 195.6 cubic-inch displacement provided power for the Rambler American. The Rambler Six also had a 195.6 cubic-inch displacement but with overhead valves, four main bearings, solid valve lifters, a Carter one-barrel carburetor, and delivered 127 horsepower, 37 more horsepower than the engine in the Rambler American.

The 1958 Rambler Rebel had styling similar to the Rambler Six, differentiated by its 250 cubic-inch V8 engine with overhead valves, solid valve lifters, five main bearings, a Holley four-barrel carburetor, and delivered 215 horsepower at 4,900 RPM.

The 1958 Ambassador used the Rambler's chassis but with nine additional inches. Since the dropping of the Nash and Hudson nameplates was a last-minute decision for the 1958 model year, some of the early Ambassador vehicles wore Nash or Hudson emblems, and some of the early advertising displays the car with those nameplates.

Styling was similar to the Rambler Six but stretched to accommodate the larger footprint. The brightwork was elegant and tasteful, with model identification located above the grille, on front fenders, and on the rear deck lid. Dual jet-stream moldings traversed the body side and were painted a contrasting color. Trim levels included the 'base' Super offered as a sedan and station wagon, and the higher-level Custom Line offered as a sedan, hardtop sedan, hardtop wagon, and six-passenger station wagon. The Custom Line received a silver aluminum side trim inside the moldings on Custom models, three bright metal wind splits on the rear window pillars of hardtops and sedans, and on the wide pillars of station wagons.

The sedan on the Super Line was priced at $2,590 and 2,774 examples were built, and the station wagon listed for $2,880 and 1,051 examples constructed.

The Custom four-door sedan listed for $2,730 and 6,369 examples built, followed by 2,742 of the station wagon ($3030), 1,340 of the hardtop sedan ($2,820), and 294 of the hardtop wagon ($3,115). The pillarless hardtop Cross Country station wagon was exclusive to the Ambassador line.

The Ambassador was powered by a 327 cubic-inch (the same displacement as Chevrolet's small-block, but AMC's was introduced six years earlier), overhead-valve V8 with hydraulic valve lifters, a Holley four-barrel carburetor, five main bearings, and delivering 270 horsepower at 4,700 RPM. The engine was backed by a three-speed automatic transmission, with a Push-button Flash-O-Matic being optional.

Luxury amenities included twin front and rear ashtrays, an electric clock, and Nash's 'deep coil' spring suspension in the front and rear. The interior was done in upscale fabrics, and the split-back reclining front seats could fold down into a bed.

The public associated the Rambler name with small economy cars, but management worked to distance the Ambassador for its economical sibling, however, the Rambler was popular, successful, and well-known, and something management wanted to capitalize upon. So when the Ambassador was introduced, it was marketed as the Ambassador V-8 by Rambler, showing its association with the Rambler but giving it an air of exclusivity, highlighting its eight-cylinder engine. The cars, however, wore 'Rambler Ambassador' badges on their front fenders.

Most buyers selected the smaller and more affordable Rambler Six, selling for approximately $500 less than its larger Ambassador sibling. The 14,570 examples of the 1958 Ambassador represented approximately nine percent of the company's overall production, compared to the 106,916 units of the Rambler Six. The Rambler American was also popular with approximately 30,000 units built. The Rambler American was priced from $1,775 to $1,875, while the Rambler Six ranged from $2,050 to $2,620. The Rambler Rebel listed for $2,175 to $2,530.

Styling updates were applied to the 1959 Ambassador, and all-new sheet metal was applied to the 1960 Ambassador. The design would be carried through to 1961, and although AMC rested comfortably in third place in industry sales (behind Chevrolet and Ford), sales of the Ambassador had declined. For 1962, the Ambassador moved to a smaller 108-inch wheelbase, received new styling, and was marketed as a Rambler Ambassador. For 1963, the Ambassador returned to a larger platform - with a wheelbase of 112-inches - and was completely redesigned by Dick Teague. The Ambassador would remain part of the lineup through 1974.

by Dan Vaughan

Custom Line Hardtop Wagon

A high-style four-door hardtop wagon was a logical 'next step' following the 1955 Chevy Nomad, and Rambler's all-new 1956 Cross Country was the first. Rambler called this limited-production top-of-the-line model a 'new concept in station wagon travel.' Along with full hardtop styling, the Cross Country offered a roll-down tailgate window. Another redesign, in 1958, pushed Rambler into the number-three sales slot in the wagon rankings.

Priced dollar-for-dollar with Buick and Chrysler, the long, luxurious 1958 Ambassador hardtop wagon made a very exclusive Rambler. Only 294 of these hardtop wagons were built in 1958, another 578 for 1959 and just 435 in 1960, before Rambler returned to conventional pillared styling for all its 1961 wagons.

This 1958 Ambassador wagon is finished in Alamo Beige over Cinnamon Bronze and retains its original interior. It was a demonstrator at the Nash dealer in Holland, Michigan, where it was first purchased. The current owner located the car in 1981. It is believed to be one of only two remaining examples of this model.

Station Wagon

This 1958 Ambassador pillar-less hardtop 'Cross Country' station wagon is believed to be one of only two remaining. Sold new in Lake Charles, Louisiana, the dealer's logo is still on the tailgate.

The current owner found this rare wagon about 10 years ago. It had been sitting neglected in a South Carolina peach orchard, last licensed in 1965. He purchased it and painstakingly restored it to its current condition. This Ambassador is unusually well-equipped, with factory air conditioning, power steering, power brakes, pushbutton radio, automatic transmission, two-tone paint, roof luggage rack, 4-barrel carburetor, dual exhausts, and a radio. The electric clock and reclining front seats were standard equipment on the Ambassador.

In 1956, Rambler was the first manufacturer to offer a four-door hardtop wagon. Another redesign, in 1958, pushed Rambler into the number-three sales slot in the wagon rankings. The line-topping Ambassador hardtop wagon was anything but commonplace. Priced dollar-for-dollar with Buick and Chrysler, the long, luxurious Ambassador hardtop wagon featured a 327 cubic-inch V8, a remarkably well-appointed interior and an extended wheelbase for an exceptionally smooth ride.

Only 294 of the hardtop wagons were built in 1958, another 578 for 1959 and just 435 in 1960, before Rambler returned to conventional pillared styling for all its 1961 station wagons.

The Nash Ambassador was produced from 1932 through 1957. When Nash merged with Hudson Motors in 1954, the Ambassador name was continued, though it was now known as the AMC Ambassador. The name persisted until 1974.

The Ambassador was Nash's top-of-the-line offering when first introduced. These vehicles were outfitted with fine upholstery and luxury amenities. The base price was set at $2,090. In 1929 Nash offered a nine-passenger limousine which became their most expensive vehicle at the time, displacing the title from the Ambassador. The limousine held this title until 1934.

In 1930 the Nash was given an eight-cylinder engine, replacing the previous six-cylinder unit. By 1932 the Nash Ambassador Eight had become its own model range offered in a variety of body styles and riding on either a 133-inch or 142-inch wheelbase. Their reputation for quality and durability continued. The early 1930's was a difficult time for almost every automobile manufacturer. The Great Depression bankrupted most companies. GM and Nash were the only companies to make a profit in 1932.

In 1934 the Nash was offered only in four-door sedan body styles. The following year a two-door sedan was added to the model lineup. The Ambassador Eight now rested upon a 125-inch wheelbase.

Nash acquired the Kelvinator Corporation in 1937. George W. Mason was chosen by Charlie Nash to become the President of the newly formed Nash-Kelvinator Corporation. This was the same year that coupes and convertibles were returned to the Ambassador line-up.

In 1941 all Nash automobiles were Ambassadors and offered in a variety of body styles. Short and long wheelbase sizes were available.

From 1942 through 1945, the production of Nash automobiles, and all other vehicles, was suspended during the World War II efforts. When production resumed the Nash Ambassador was no longer offered. The new top-of-the-line offering was now the Ambassador Six.

The Ambassador was giving styling improvements to attract new buyers in the post-war era. They featured enclosed front wheels, luxurious amenities, and aerodynamic styling.

The Nash was restyled again in 1952. It would last until 1957 when the company merged with Hudson and became known as AMC. The wrap-around windshield design and new front-end ensemble were but a few of the changes. The wheel cover hiding the front wheels was shortened, revealing more of the tires. The buyer had the opportunity to purchase the car with an eight-cylinder engine. The V8 was a Packard unit and was mated to an Ultra-Matic automatic gearbox, also of Packard's design.

Pininfarina was commissioned to create a version of the Ambassador for 1952. The resulting product was known as the Golden Anniversary Pininfarina Nash.

In an effort to stimulate sales, the 1956 and 1957 Nash automobiles were offered in a variety of two- and three-tone color schemes. For 1957 the headlights came equipped in 'quad' headlight configuration. They were the first cars to have this feature.

When the Nash-Kelvinator Corporation formed with Hudson Motors in January of 1954 they formed the American Motor Corporation, more commonly known as AMC. During this time, the sales from the Rambler provided the most income for the company. Sales of the Ambassador, however, were not very favorable. The Hudson and Nash brand name was no longer used after 1958.

The Rambler would continue as a standalone make of American Motors. The public associated the Rambler name with 'compact' and 'economy'. Senior management decided that the Ambassador name, having a long tradition, would continue to persist, though it would ride on the coattails of the Rambler popularity.

The Ambassador of 1958, marketed as the Ambassador V8 by Rambler, shared the basic design of the Rebel V8 and the Rambler Six. On the front of the car, though a little confusing, was the name Rambler Ambassador. The Ambassador was long and wide, riding on a 117-inch wheelbase. It was offered as a four-door sedan, four-door hardtop sedan, four-door pillared station wagon, and hardtop station wagon. Trim levels were available which allowed a level of uniqueness. The 'Super' trim level, for example, featured painted side trim. The 'Custom' trim level was given silver anodized aluminum panels on sedans and vinyl wood-grain panels on station wagons.

After 1960 the Ambassador was no longer offered with the hardtop station wagon or hardtop sedan.

Edmund Anderson restyled the front end of the Ambassador in 1961, giving it a new front-end ensemble consisting of the redesigned grille, fenders, and headlights. This was done to distinguish the car from the rest of the vehicles on the road at the time and to further distance itself from the lower-priced Rambler series. Unfortunately, the public did not agree with the design, and sales reflected their discontent.

For 1962 the Ambassador and the rest of the AMC line-up were restyled. The Ambassador now lay on a 112-inch wheelbase. Changes followed throughout the next few years, including minor trim changes and options. The AMC philosophy that the public wanted smaller, economical cars still influenced their vehicles and design. But by 1965 this idea was beginning to fade as AMC was beginning to believe that they could move up-market and take on the larger auto-makers in the mainstream market.

The first step in convincing the public that they could compete was to phase out the Rambler, their symbol of compact and economy. The Ambassador was re-badged as a product of AMC, rather than bearing the Rambler name. There were three trim levels available on the Ambassador, the 880, 990, and DPL. In 1967 AMC introduced the restyled Ambassador which now sat on a long, 118-inch wheelbase and was targeted at the luxury car segment. 1260 examples of the convertible were offered; this would be its final year.

The gamble to move into a new market was not a success and ushered in financial difficulties for American Motors. The company struggled to improve its products and regain firm financial footing.

In 1968 AMC became the first automaker to make air conditioning standard in their cars. The work done by their Kelvinator division had aided in making this milestone a reality. This separated their products from what other manufacturers were offering. Rolls-Royce was the only other marque to offer their products with AC as standard equipment. Ordering the cars without AC was still an option; it was seen as a 'delete option' and the buyer would be given a credit to the base price.

The Ambassador was restyled in 1969. Part of that re-design was a longer, 122-inch wheelbase. This allowed for larger engines under the hood and more interior room for its occupants. The trunk room expanded and now could accommodate much more luggage. Minor changes followed in the following years, though AMC stuck with its philosophy of 'Timeless Design' rather than incremental improvements.

In 1972 they did something to reinforce their commitment to quality - they introduced the 'Buyer Protection Plan.' This not only guaranteed the buyer of a quality product, but motivated AMC to re-examine its design, development, and production methods. AMC introduced new quality controls into their processes and demanded higher quality from their suppliers. Engineering improvements were implemented.

The US Government had been introducing new regulations. The public and insurance agencies were demanding safety improvements in all vehicles. Part of these concerns was the ever-increasing muscle cars which were becoming lighter and faster. This, compounded with the impending Arab Oil Embargo of the early 1970's sent auto manufacturers scrambling to introduce compact and fuel-efficient vehicles. The Ambassador found itself in the unpopular spectrum of the market. Its large V8 engines were not kind at the fuel pump.

A new Ambassador had been in the works for a number of years and in 1973 was introduced as a 1974 model. It was available only as a four-door sedan and station wagon. The two-door hardtop had ceased in 1973. The Ambassador was even bigger than before, growing by seven inches. Part of this growth was due to the new safety features, such as the five-mph bumpers. The interior was redesigned, a larger fuel tank was added, and sound insulation was installed to control exterior noise.

When the fuel crisis was in full swing, the sales of the Ambassador plummeted. By June of 1974, the Ambassador's name was discontinued. It had been in service for 42 years.

by Dan Vaughan

The name 'Ambassador' was used to designate a senior line of Nash Motors automobiles, a product of American Motors Corporation. The Ambassador was a high trim option on Nash's senior models from 1927 until 1931. During the 1927 model year, a five passenger sedan version of the Nash's 267 model, the advance Six automobile with a trimmed four door was introduced, and it was the most expensive vehicle in the lineup.

Both upholstery and other trim items upgrades were featured on the Ambassador for the base price of $2,090. Its top competition was a nine-passenger limo that was carried through the 1931 model year. Eventually, the nine-passenger limo bypassed the Ambassador and was recognized as the most expensive vehicle for that year.

Until 1930, the Ambassador remained in the Advanced Six range before the model was moved to the Nash Twin Ignition Eight model. The following year, a less unique and complex model, the '890' model designation replaced the Twin Ignition Eight name. It wasn't until 1932 when the Ambassador was established as the stand-alone model range under which the 'Advanced Eight' model was placed.

The Ambassador rode on a 142-inch wheelbase, and with such amazing features, these models earned the nickname 'Kenosha Duesenburgs', due to their quality, styling, durability, and speed. A second 1932 series was introduced by Nash that included engineering updates to all models. During 1932, only General Motors and Nash were the only automobile manufacturers to produce a profit this year.

The model range of the Nash Ambassador began to expand and was no longer just a luxurious and well-appointed sedan, but also a coupe, convertible sedan, and limousine. The final listing was sold at a pricy $6,600. From 1932 through 1935, the Ambassador had only been offered with Nash's line eight. The '36 Ambassador added Nash's largest inline-six in addition. Also this year, a variety of body styles were deleted while Nash instead focused all of its limited resources on two-door convertibles, coupes, and sedans through the 1942 model year.

Nash acquired the Kelvinator Corporation in 1937 as part of a deal that allowed Nash's handpicked successor, George W. Mason, to become the President of the all-new Nash-Kelvinator Corporation.

A shorter hood and shorter front fenders were featured on the 1939 Ambassador to further differentiate the pricier Ambassador Eight from the less expensive Six model. All Nash vehicles became Ambassadors for the 1941 model year and now rode on either long or short wheelbases. The first popular automobile built utilizing unitized body/frame construction was the Nash Ambassador 600. For the 1942 model year, the model arrangement remained the same.

The Ambassador designation held constant on Nash's most luxurious models from 1949 through 1957. Featuring an Airflyte body style, the Ambassador is fondly remembered by enthusiasts for its enclosed front wheels. The 1949-1951 Ambassadors featured fully reclining seats that would earn its reputation of being 'the make-out automobile of choice for teenagers in the 1950s'.

Believing that sellers would be leaning towards more compact vehicles following World War II, Mason decided to focus on a product range that would eventually become the Nash Rambler. For 1952, the Nash Ambassador received is a final significant update that would continue onto 1954 with virtually no more changes. The Ambassador featured Nash's highly popular Weather Eye ventilation system which could also be coupled with Nash's advanced AC unit. An inexpensive, compact, Nash's AC unit fits under the hood and could either circulate fresh or recycled air.

Hudson Motors and Nash-Kelvinator joined together in January of 1954 to become American Motors. Now Ramblers were sold that carried either the 'Nash' or 'Hudson' badging. This was the sale that would power the company's bottom line. Unfortunately at this time, the Ambassadors sales plummeted.

In the summer of 1957, the final Nash Ambassador rolled off the Kenosha, Wisconsin production line. The name continued to exist though under Rambler and AMC brands up until 1974.

by Jessican Donaldson