AMC Eagle 1980 – 1988: Rules of Necessity

The fourth of the big three ran out of money more or less often over the course of its history, which forced it to develop new products with few resources, i.e. to make new products out of old.

Although the Eagle first appeared in 1980, the turning point in its history was 1970. That year saw three significant events unfold and converge 10 years later with the launch of the final AMC: the Hornet and Gremlin models are launched, AMC buys Jeep and Kar Kraft closes its doors.

reduce costs

Dick Teague, AMC’s vice president of design since 1964, knows that one way to save money is through part interchangeability. In 1966 he created the Cavalier concept, which was a study in the symmetry of body panels: the fenders and doors are identical at each opposite corner, while the hood and trunk are interchangeable. This prototype served as the basis for the style of the Hornet, an intermediate product presented in September 1969 for the 1970 vintage than that of the compact Gremlin, released on April 1, 1970… it cannot be invented! This familiarity will be important in the development of the Eagle models a few years later.

Over time, thanks to the first oil crisis, the Hornet will take the lead in the AMC franchise. First with the disappearance of the Ambassador at the end of the 1974 vintage, then the Matador at the end of the 1978 model year. In the meantime it will have been restyled for 1978 and renamed the Concord. So the 1979 Concord was the only conventional sedan remaining with AMC. At that time, the company’s financial position was at its worst. The Pacer did not have the expected commercial success and AMC is looking for a new partner. It will be Renault management. But there’s a little diamond at AMC that somehow manages to keep the company alive.

Photo: AMC

From tours to 4x4s

With the advent of models like the Jeep Wagoneer, Ford Bronco, and Chevrolet Blazer, AMC management is observing 4×4 vehicles leaving the work world to make their way into the leisure world. The company decides to invest $70 million to acquire Jeep in 1970. That’ll go well, as it gets him four-wheel drive expertise and a lucrative range through the ’70s.

At Ford, too, we feel that the tide is turning. While the 1960s were that of total performance, by the turn of the decade power wasn’t quite reeking of sanctity. Kar Kraft, a private company whose sole customer was Ford, was scheduled to close in November 1970. For the blue oval company, it was involved in the development of the GT40, which won the 24 Hours of Le Mans, designed a sedan as the president, ensured the production of the Mustang Boss 429 and many other projects. Behind each of them a man: the Englishman Roy Lunn. After working for AC and Aston Martin, he joined Ford in 1953. In 1958 he was called to headquarters in Dearborn, Michigan to study a front-wheel drive compact car, the Cardinal. Ultimately, the project will not succeed. When Kar Kraft was liquidated, he was contacted by Jeep to become their technical lead. The Cherokee XJ is designed under his direction, produced in America from 1983 to 2001 and in China until 2014. But Lunn will also try something else.

Photo: Ford

find the right way

As early as 1972, Jeep engineers attempted to equip an AMC Hornet Sportabout (the station wagon version) with all-wheel drive. But the transfer case of the day was sorely lacking in sophistication and the program was abandoned. Lunn kept the idea in mind, however, and the introduction of the Subaru four-wheel drive station wagon to the American market in 1975 encouraged his research. It follows the development of viscocoupler technology. These are systems that do not rely on gear trains to send power to all 4 wheels. Inside the housing, 42 perforated discs are alternately connected to the input or output shaft and immersed in a silicone-based liquid. The output shaft is driven by the viscosity of the liquid. If one of the axles starts to slip, this will cause the discs in the housing to rotate differently. The viscosity of the fluid makes it possible to match speeds and limit slippage. This system does not require a deck lock and can be operated in all conditions.

In February 1977 Roy Lunn signed a contract with the English company FF Development. Founded in 1971 by Tony Rolt, the company developed the patents of Ferguson Research (active company 1950-1971) and used it on the prototypes of the Jensen FF (produced 1966-1971) and the four-wheel drive Ford Mustang, among others. Lunn’s idea is to design a prototype using the FF Viscous Coupler on a Hornet Sportabout base. A car is taken from European warehouses and sent to England. In just under 4 months and with the help of the GKN company, the vehicle was manufactured, tested and delivered to the AMC plant in Kenosha, Wisconsin.

At this point in the story, the stories diverge a bit. On the one hand, Lunn explains that he took over the development of the vehicle without informing management. On the other hand, Gerald Meyers, AMC’s executive vice president at the time, recalls approving spending from the start of the project. Regardless, additional testing at Kenosha went well and management approved introduction of the model for the 1980 model year. Manufacture of the transfer case, dubbed the NP119, was to be handled by New Process Gear, a subsidiary of Chrysler. It was originally designed for use with the brand’s V8 and 6-cylinder engines, but the 1979 oil crisis led to the end of production of the larger engines in 1980. The project eventually cost $6.5 million. A meager sum, even for AMC. Originally, the models were going to be called the Pathfinder, but the company will go with the Eagle name.

Photo: AMC

The Eagle has landed

The Eagles (internally Series 30) were introduced on September 27, 1979. They differ from the Concords on which they are based by an extended wheelbase (from 108 inches to 109.3 inches), a 3-inch, 15-inch instead of 14 inch (with special hubcaps), “Krayton” plastic fender flares, surrounded by a chrome seal, bumper flares, amber turn signals and a modified grille. There are three body styles to choose from: 2-door sedan, 4-door sedan and station wagon. Two trim levels are offered: Standard and Limited. An optional sport package is offered for 2-door and wagon models.

Some interesting options are towing packages (2,000 or 3,500 lbs), the cold climate package (upgraded block heater, battery and alternator), reinforced suspensions or a skid plate (the transfer case has a skid plate as standard). The Eagles weren’t designed to go deep into the woods like the Jeeps, but still have great off-road capabilities. The powertrain is simple: 258 cubic inch (4.2 liters) in-line 6 cylinder producing 110 hp, mated to a 3-speed automatic transmission (supplied by Chrysler). The front suspension is independent and uses coil springs, while the rear axle is rigid and rests on leaf springs. No fewer than 15 exterior colors are available, while for 1980 AMC introduces a new Ziebart rust protection accompanied by a 5-year anti-corrosion guarantee.

AMC never refers to Eagles as a passenger car. In order to meet lower consumption and safety standards, they will be placed in the light truck category (a trick that will soon be used by all manufacturers and that will generate the popularity of SUVs in the 90s). Even so, the Eagles burn less fuel than their Jeep counterparts, which is an added selling point.

Photo: AMC

And the public responded positively: sales were so good that on December 3, 1979, AMC management announced the Pacer’s disappearance to free up production volumes (a good excuse to get rid of a model that was no longer selling anyway). By the end of the vintage, AMC will have sold 46,379 units, or 23.2% of AMC’s total production for that model year. Lunn’s intuition hit the mark by reaching customers who need maximum traction (e.g. in cold regions) but want to retain the comfort and handling of a car. In fact, Eagle and Jeep buyers have very different profiles. This success will quickly move AMC to expand the concept.

A growing range… for a while

Do you remember that Concord and Gremlin were developed on the same basis? AMC engineers too. In 1981 they matched the Eagles’ undercarriage to the Spirits, which by 1979 were just Gremlins and were heavily restyled in 1979. They expanded the range with two models: the Kammback (based on the Spirit Sedan) and the SX/4 (based on the Spirit Liftback), which are internally called the 50 Series. We find the extended wheelbase (97.2 inches vs. 96), the chassis raised by 3 inches, the flared fenders and the 15-inch wheels. Two trim levels are offered: Basis or DL.

Photo: AMC

All Eagle models have a large square grille and fender flare colored bumper tips for 1981. To counteract the effects of the CAFE consumption norm and the 1979 oil crisis, the entire AMC range came standard with a 2.5 liter 4 cylinder “Iron Duke” supplied by General Motors. It develops only 82 hp and is automatically coupled to a 4-speed manual gearbox. The automatic transmission and the 6-cylinder remain optionally available. This has been redesigned. It weighs 90 pounds less and offers better gas mileage. During the model year, AMC introduced the “Select-Drive” system, which allowed the front wheels to disengage when conditions permitted. The procedure requires the use of both hands to ensure the vehicle is stationary. Less equipped versions for the 30 series fleets are also introduced.

The aftermath of the 1979 crisis is being felt and sales are declining. AMC is no exception to the rule. If the 50-series compacts sell reasonably well, the 30-series suffers in the marketplace. Despite new models, AMC only sold 37,429 Eagles.

Series 30 sales recovered in 1982, particularly for the wagon version. After the initial enthusiasm, the 50 series lost traction, especially the Kammback, which was no longer available in 1983. The same goes for the 50 Series two-door sedan. This vintage also marks the arrival of a 5-speed manual gearbox, while the ‘Select Drive’ system is now standard.

Photo: AMC

The alliance with Renault bore fruit in 1983 with the launch of Allianz. From there, the original AMC products were abandoned and the Concord, Spirit and Eagle SX/4 disappeared by the end of the year, making the Eagle Series 50 the last true AMC model for 1984. However, the brand took the liberty of replacing GM’s “Iron Duke” later this year with a 2.5-liter 4-cylinder of its own design… but it will only be available on the Eagles for two years. The Limited equipment of the 4-door sedan is no longer available. Sales collapse. We must face facts: AMC is a thing of the past…

Not quite: The Eagles experienced one last jolt in 1984. Production was moved to the Brampton, Ontario facility to make room for Alliance and Encore in Kenosha. The 1985 vintage saw some aesthetic changes and the disappearance of the 4-cylinder. The Select Drive system has been modified to switch to 2- or 4-wheel drive while driving. Anyway, it’s the beginning of the end: AMC is no longer promoting this range. In the 1986 and 1987 model years there were only minor technical changes.

Photo: AMC

One last lap and then it’s gone…

AMC has become a liability in recent years for Renault, which is doing very badly in Europe itself. In February, the new head of national control, Raymond Levy, begins negotiations with Chrysler to part with its American partner. The agreement was signed on March 9, 1987. One of the first consequences of this agreement was the planned disappearance of the Eagles, since Chrysler was only really interested in Jeep. You know of a brief marketing for the 1988 vintage under the name Eagle Wagon and no longer from AMC Eagle. The last example left the Brampton plant on December 14, 1987 to make way for the Jeep Wrangler.

The Eagle brand will last until 1998, marketing genuine Renault (Premier), Mitsubishi (Talon) and Chrysler (Vision) products. As for the original AMC Eagle, while it’s the end of the model, it’s not the idea: check out the Subaru Outback today!

By the way: very special Eagles

Photo: Griffith Company

Between 1981 and 1982, bodybuilder Griffith Company, based in Fort Lauderdale, Florida, offered a convertible conversion based on the two-door Concord and Eagle called the Sundancer. The roof was cut out and a tire was added for occupant safety. Griffith had considered adding a mini production line to Kenosha, but due to lower sales (fewer than 200 copies), the idea was scrapped. However, there is an even rarer model: a turbo diesel conversion by American Turbo Diesel Inc. of San Fernando, California. It was carried out with the approval of AMC and consists of the installation of a 3.6 liter 150 hp inline six cylinder provided by the Italian company VM. The prospectus makes surreal announcements: “The new Eagle turbodiesel will outperform the Trans Am on sand, accelerate better than a turbo Mustang on dirt, and brake better than an MGB on dry roads. And that is just the beginning! “Despite these loud promises, only 7 examples will be built…

See also: Antoine Joubert presents the AMC Eagle 1981 brochure