Car Life magazine, April 1968, ‘The AMX’, page 70: It is always a kick to test an all-new type of car, and while the AMX has the usual complement of wheels, doors, windows and mechanical components, it is, nonetheless, a new and promising approach in American cars. We thought so during our press-showing test drive (Car Life, March, page 30) and are more firmly convinced after a full road test. The basic idea (and American Motors Corp. seems to be presenting its fair share of ideas this model year) is to offer a small, inexpensive American two-seater with enough power and options the high-density commuter, the increasingly significant youth market, and the sporting fellowship. This is a broad spectrum, indeed, and means that the AMX is expected to compete for sales against everything from "economy" coupes to foreign and U.S. sports cars- including, of course, the Ponycars and even AMC’s own new Javelin (road tested in December 1967 Car Life). We suspect the AMX may just be sifficiently adaptable, logical and enjoyable to pull it off. To be sporty, a car must have adequate power. The AMX is fully equipped in this department, with a choice of three different engines for increasing degrees of thrust- the standard 290-cid V-8 with 225 bhp; the 343-cid V-8 with 280 bhp; and the 390-cid V-8 with it’s rating of 315 maximum bhp at 4600 rpm. All are equipped with four-barrel carburetion and all are capable of putting the AMX rapidly and dependably through its paces. High-performance seekers are hereby advised that the new 390-cid V-8 is one of the lightest engines of this size in the U.S., on a lb./cid basis. By comparison, the 390’s engine weight is 582lb., for 1.493 lb./cid; Ford’s 390 weighs 620 lb., for 1.59 lb./cid; the Chevrolet 396 weighs 771 lb., for 1.947 lb./cid; and Chrysler’s 383 weighs 649 lb., for 1.693 lb./cid. Reigning as American Motor’s highest displacement engine ever, the 390 ------------------------------------------- (10 photos at right of above text, see 68xroad1.jpg) (caption for photos available as portion of 68xroad2.jpg) =========================================== page 72: (2 photos at left, see 68xroad2.jpg) ------------------------------------------- is just 25 lb. heavier than the AMC 343.The extra weight consists of internal cylinder block reinforcement, slightly heavier intake manifold and heavier exhaust manifolds. Also, the rotating weight of the 390 is less than that of the 343, due to the use of forged (rather than cast) crankshaft and connecting rods, and very short-skirt pistons. As with the Javelin, we were unable to apply all of the AMX power to the dragstrip during acceleration tests, and again it was simply a matter of adhesion loss between the tires and the road surface. Strangely enough, all American Motors’ V-8s, whether two- or four-barrel, use the same camshaft. Another swap, which would result in higher performance for the AMX, though not as easily managed as a tire change, would be the installation of a new camshaft with greater lift and/or duration. This would shift some of the engine’s torque up out of the low-rpm range, where it is largely wasted by traction loss, and bring more high-end power and maximum rpm. With the stock 390 engine, 5000 rpm is the practical limit. Those reaching for performance in this category should also give some attention to oil pan baffling, as the test car’s oil pressure dropped to zero during hard driving over winding roads. Driving the AMX is anything but dull. In the first place, the car has a most unusual handling balance when taken through corners under power, seeming to pivot around the rear wheels rather than the midpoint of the frame. We feared this might be an omen of control problems to some, but ------------------------------------------- (1 photo, 1 graph in specifications box, see 68xroad3.jpg) =========================================== page 73: such was not the case. It remained stable and neutral under hard cornering on smooth surfaces. A power slide could be initiated and maintained without difficulty. An extreme annoyance, however, was the carburetor’s tendency to cut out under extreme lateral acceleration, depriving us of power at the very moment we needed it. The ride quality of the AMX over rough and pitted roads must be, and undoubtly will be, improved. It strikes an unfortunate balance between being too stiff to absorb minor shocks and bumps, but also inadequate to handle large dips and road humps. On good pavement, the ride is firm and enjoyable, but this car should also be at home on secondary roads. The test car’s power steering was a definate improvement over the heavy manual steering we wrestled with on the Javelin. Though not overly good at transmitting road feel back to the driver, it is reasonably fast and not too sensitive at high speed. Transmission changes were smooth and definate, and came very quickly after the floor- mounted lever was moved. After six hard acceleration runs in a row the transmission began shifting erratically which could mean trouble for AMXs with automatic used for drag racing. Performance of the optional power disc brakes was good both in stopping rate and resistance to fade, except for a sudden lockup of the right rear wheel during one of the first full-deceleration tests. This did not recur in subsequent brake tests. Good lines are essential to a car with sporting hopes, and the design of the AMX was considered attractive by nearly all who examined it. Outside of a few new wrinkles, the AMX is basically a Javelin shortened by 12 inches in the body area. This results in a pleasing hood-to-body length ratio very near the proportions so esteemed by classic car enthusiasts. However, the shortened body falls a little from grace in the upper body area, when viewed from certian angles, and the hood bulges seem to have value only for product identification and as sheet metal stiffeners. We considered the omission of the Javelin’s decorative grille insert beneficial to the appearance of the AMX. Inside the AMX, the appointments are generally comfortable, properly positioned, useful and attractive. Despite the large glass area, there were no interior light reflections from chrome areas or from the instrument faces. The dials and gauges are clean and legible, though the 0-8000 tachometer is too small for dependable use in high-performance driving. Our timed speedometer accuracy runs showed this instrument’s value to be largely decorative. Speedometer error ranged around 13% from 60-90 mph. This may well have been due to a slipup- failure to install correct new speedometer pinion after the rear axle change. Owners of an AMX will find the large compartment behind the seats valuable for everything from luggage to short-term child transport. Though not padded, it is thickly carpeted all around. AMC is to be comended for letting the extra space take this form, rather than succumbing to the temptation to squeeze in a couple of those abominable jump seats. Further, American Motors must be congratulated in a larger sense for having the insight to recognize a changed automotive market, the engineering and design talent to supply it in a hurry, and the cold nerve to go for a complete image shakedown with two brand-new product introductions in the same model year. In view of the wide natural appeal of the AMX, and it’s potential for sporting development, AMC should be delighted with it’s new found route to the marketplace.