1970 AMC AMX: Muscle Car Evolution & Final Two-Seat Run

The American Motors eXperimental, better known as the AMC AMX, burst onto the scene from 1968 to 1970 as AMC’s bold attempt to shake off its conservative image. Conceived by designer Dick Teague, a proponent of two-seaters, the AMX aimed squarely at challenging established pony cars like the Chevrolet Camaro and Ford Mustang. As the first steel-bodied, two-seat American production car since the 1957 Ford Thunderbird, the AMX carved a unique niche. While its production life was short, its impact was significant, particularly culminating in the distinctive 1970 Amc Amx. Let’s explore this three-year journey.

1968: The New Kid on the Block

AMC officially introduced the 1968 AMX to the automotive press at Daytona International Speedway on February 15th, 1968, followed by a public debut at the Chicago Auto Show later that month. This launch marked the arrival of the first mass-produced two-seater sports car from a major American manufacturer since the original two-seat Thunderbird era ended.

Brochure image showcasing the red 1968 AMC AMX two-seater sports car design

Visually, the 1968 AMX stood out with its long hood, sharp fastback roofline, and a distinctive deep-set rear grille featuring fine silver lines. It sported integrated front and rear bumpers, frameless side windows, twin V-shaped hood blisters, and smooth door handles. Standard rolling stock consisted of E70-14 wide-profile black tires mounted on mag-style wheel covers. Built on a 97-inch wheelbase, it was a full foot shorter than its sibling, the Javelin.

Inside, drivers were treated to Ventilair-trimmed, slim reclining bucket seats. The dashboard, inspired by aircraft design, featured deep-set instruments, including an 8,000-rpm tachometer and a 120 mph speedometer, accented with wood grain on the steering wheel and door panels. Interior color options included black, red, or light tan. A surprisingly spacious, fully carpeted storage area resided behind the seats.

Unlike competitors offering six-cylinder base engines, the AMX was V8-only. Buyers could choose from three Gen-2 small block options:

• 290 cu in “Typhoon V8”: 225 horsepower, 300 lb-ft torque
• 343 cu in “Typhoon V8”: 280 horsepower, 365 lb-ft torque
• 390 cu in V8: 315 horsepower, 425 lb-ft torque

Transmission choices included a Borg-Warner T-10 four-speed manual or a “Shift-Command” three-speed automatic.

For enhanced performance, the optional “Go” package added power disc brakes, E70-14 red-line tires, heavy-duty springs and shocks (front/rear), a Twin-Grip differential, and an upgraded cooling system.

Road & Track magazine tested the AMX for their March 1968 issue, recording a 0-60 mph time of 7.2 seconds and a quarter-mile pass of 15.2 seconds at 90 mph. While praising the styling, they criticized details like the hood scoop’s visibility obstruction and deemed the wheel covers “simply terrible.” Their verdict: “Not a sports car but a logical extension of the ponycar concept…traditional American performance & handling in a 2-seat package.”

AMC produced 6,725 AMX units for the 1968 model year.

1969: If It Ain’t Broke…

The AMX returned for 1969 largely unchanged, focusing on refinement and options. The exterior color palette expanded to twelve choices (ten new), and stripe colors increased from two to five, now included with the “Go” package. New optional mag-style wheel covers were offered. Interior updates included a 140-mph speedometer, a large-face 8,000 rpm tachometer, revised door panels with bright trim and woodgrain applique, bright pedal trim, and an updated center console for automatic transmission cars. Manual transmission models now featured a Hurst shifter.

Promotional photo of a vibrant Big Bad Blue 1969 AMC AMX highlighting exterior updates

Dimensions remained consistent with the 97.0-inch wheelbase and 177.22-inch overall length. Engine and transmission options carried over from 1968.

To attract younger buyers, AMC introduced the vibrant “Big Bad” colors mid-year: Big Bad Orange, Big Bad Blue, and Big Bad Green. A key feature of these options was body-colored front and rear bumpers. This bold choice appealed to 743 customers.

A limited run, the AMX California Special, celebrated the opening of Riverside International Speedway. Approximately 30 were built, all featuring Go Green paint, black stripes, and the potent 390 V8 engine.

Perhaps the most extreme variant was the Hurst-built AMX Super Stock. Created for drag racing homologation (Super Stock class), only 52 were produced. These cars featured the 390 V8 modified with dual Holley carburetors, 12.3:1 compression ratio cylinder heads, and a performance exhaust system. Officially rated by AMC at 340 horsepower, the NHRA estimated its true output closer to 420 horsepower. Priced at $5,994 and sold without a warranty, these drag strip specials were capable of low 11-second quarter-mile times, with one recorded run of 10.73 seconds at 128 mph.

Sales saw an uptick for 1969, reaching 8,293 units.

1970: One Last Drive

The final year of the original two-seat AMX saw significant updates. The 1970 Amc Amx received a fresh front-end design featuring a new horizontal-rib, full-width grille incorporating large single headlamps and semi-rectangular air scoops below a deep-section front bumper. Other styling changes included simulated exhaust outlets integrated into the lower sill molding, new round parking/turn signals within the grille, and new full-width five-section taillamps with a central backup light. A longer hood slightly increased the overall length to 179.04 inches, though the 97-inch wheelbase remained.

Advertisement featuring the restyled front grille and hood of the 1970 AMC AMX muscle car

Engine choices were revised for the 1970 AMC AMX. The previous 290 and 343 V8s were dropped. The new standard engine was a 360 cubic-inch V8 producing a healthy 290 horsepower and 395 lb-ft of torque. The top engine remained the 390 cubic-inch V8, now rated at 325 horsepower and 420 lb-ft of torque. Both engines could be paired with the Borg-Warner four-speed manual (with Hurst linkage) or the Shift-Command three-speed automatic. The “Go” package continued to be available for both engine options.

Motor Trend magazine tested a 390-equipped 1970 AMC AMX at Irwindale Raceway for their December 1969 issue. It delivered impressive performance, hitting 0-60 mph in 6.56 seconds and running the quarter mile in 14.68 seconds at 92 mph. Their review reflected mixed feelings: “Ah, well, what can we say? The AMX is a great machine in so many ways but in others, it wants.” They noted comfortable but limited-travel seats, adequate transmission shifts, and a somewhat “skitterish” suspension. However, they also praised its flat cornering with minimal understeer, concluding, “In the majority of driving situations, the car is enjoyable to have. It displays a portion of the sensation of a Corvette: two-seater, compactness, good handling, but with much greater utility and a lot less investment.”

Despite the updates and strong performance, sales for the 1970 AMC AMX plummeted to just 4,116 units.

Conclusion: A Short-Lived Legacy

After its three-year run as a distinct two-seat model line, AMC discontinued the standalone AMX. Starting in 1971, the AMX name transitioned into a high-performance option package for the four-seat Javelin, continuing until 1974. While it never achieved the sales volumes of its Ford and GM rivals, the 1968-1970 AMC AMX, especially the refined 1970 AMC AMX, proved that American Motors could engineer and build a genuine sports/muscle car. It successfully carved out its own identity as a unique, compact, V8-powered two-seater, leaving a lasting impression on the muscle car era and remaining a sought-after classic today.