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1975 AMC Pacer base model Overview Manufacturer (AMC) Also called VAM Pacer Production 1975–79 Assembly, United States, Mexico (by ) Body and chassis 2-door 2-door Powertrain 258 cu in (4.2 L) I6 282 cu in (4.6 L) I6 (Mexico only) 3-speed 3-speed with 4-speed manual 3-speed Dimensions 100.0 in (2,540 mm) Length 171.8 in (4,364 mm) 176.8 in (4,491 mm) Width 77.3 in (1,963 mm) Height 52.8 in (1,341 mm) 3,000 lb (1,361 kg) Chronology Successor The AMC Pacer is a two-door produced in the United States by the from 1975 to 1979, sold out in 1980. Design work began in 1971. The rounded shape and large glass area were unusual compared with the of the era. The Pacer's width is equal to domestic vehicles at the time, and this unique design feature was promoted by AMC as 'the first wide small car.' The Pacer was the first modern, U.S. Automobile design using the concept. The Pacer's rounded and aerodynamic 'jellybean' styling has made it an icon of the 1970s.

The body surface was 37 percent glass, and its surface area of 5,615 (3.6 m 2) was 16 percent more than the average passenger car at the time. The May 1976 issue of dubbed it 'The Flying Fishbowl,' and it was also described as 'the seventies answer to 's mode of transportation' at a time when 'Detroit was still rolling out boat-sized gas guzzlers.'

Contents. Design American Motors' chief stylist began work on the Pacer in 1971, anticipating an increase in demand for smaller vehicles through the decade. The new car was designed to offer the interior room and feel of a big car that drivers of traditional domestic automobiles were accustomed to, but in a much smaller, aerodynamic, and purposefully distinctive exterior package. American Motors called it 'Project Amigo' as a fresh design 'featuring a body style not seen before, using the latest technology, and exceeding upcoming safety regulations.' Magazine noted that 'AMC said it was the first car designed from the inside out. Four passengers were positioned with reasonable clearances and then the rest of the car was built around them as compactly as possible.' The shape was highly rounded with a huge glass area, and was very unusual for its time.

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Magazine described it as 'fresh, bold and functional-looking'. Development was under Product Group Vice President, whose goal was to develop a car that was truly unique: 'everything that we do must distinguish itself as being importantly different than what can be expected from the competition.' Even before its introduction, AMC's Board Chairman described 'It will be a visibly different car, maybe even controversial. It's an idea that represents a transition between what has been and what's coming.

Today versus tomorrow.' According to, 'This is the first time in the history of the American automobile industry that a car manufacturer has said in advance of bringing out a new product that some people may not like it.' Hidden A number of futuristic ideas were explored by AMC.

But the automaker lacked adequate resources to build components from scratch and needed to use outside suppliers or adapt its existing parts and use its production facilities. Unique for a comparatively small car, the Pacer was as wide as a of the era. American Motors did not describe it as ',' but the Pacer's layout included wheels pushed to the corners (short overhangs), a relatively wide body, and moved forward; the windshield was placed over part of the engine compartment. Contrary to myth, The Pacer was not widened six inches (152.4 mm) to make room for the configuration. The editor of Road & Track asserted that front-wheel drive, as well as a transverse mid-engined configuration, were among 'various mechanical layouts. Tossed around by the idea people at AMC,' adding that 'it's unlikely they ever had much hope of being able to produce anything other than their traditional front engine and rear drive, using components already in production.' The introductory 1975 AMC advertising and literature proclaimed it as 'the first wide small car.'

The width was dictated partly by marketing strategy—U.S. Drivers were accustomed to large vehicles and the Pacer's occupants had the impression of being in a larger car—and partly by the fact that AMC's assembly lines were already set up for full-size cars. Teague's low-drag design, which predated the and the flood of small foreign imports into the American market, was highly innovative. Its of 0.43 was relatively low for that time. Teague even eliminated rain gutters, smoothly blending the tops of the into the roof—an aerodynamic detail that, although criticized at the time for allowing rain onto the front seat, has become the norm in today's designs.

Also unique was that the was four inches (101 mm) longer than the driver's. This made passenger loading easier, particularly from the rear seats; and they would also tend to use the safer curb side in countries that.

An entirely fresh approach was also taken by AMC engineers with the Pacer's front suspension and engine mounting. It was the first U.S. Small car to isolate the engine and suspension system noises from the passenger compartment. The entire front suspension was mounted on a crossmember isolated from the frame extensions by heavy rubber bushings. It is also different from all other AMC cars with the coil spring between the two control arms, seated on the lower wishbone arm at the bottom and in the suspension/engine mount crossmember at the top.

The rear suspension was also isolated, requiring a special tool to press the one-piece bushings in and out of the mounting brackets. Other aspects of the Pacer were designed for ease of service, including the dashboard and instrument panel—using a minimum number of easily accessible screws and featuring removable cover/bezel without the need to disconnect the speedometer cable—and access to the light bulbs. The Pacer's design was ranked as equal with the new compacts as the most serviceable in the industry. The Pacer was the second American production car, after the, to feature.

The system was mounted low at the front of the crossmember. The body was designed with the aim that structural lines protected it from hit damage, and AMC engineers claimed that they succeeded in more than 50% of the car surface. Controversial styling with large glass area In the mid-1970s, the U.S. Government mandated major safety improvements for vehicles starting with the 1980 model year.

These included 50-mile-per-hour (80 km/h) front-end crash testing, 25-mile-per-hour (40 km/h) side crash testing, and 30-mile-per-hour (48 km/h) testing, as well as the installation of bumpers that would resist a 5-mile-per-hour (8 km/h) impact at the front and 10-mile-per-hour (16 km/h) at the rear. 'Full-circle body protection was designed into the Pacer, starting with the energy-absorbing bumper mounts' through upper and lower box-section rails on each side extending back to the, as well as from the bases of the pillars behind the doors, the box-section members in the body floor curve up and back in past the rear wheel houses. The Pacer was designed from the start to meet the expected stringent safety specifications. The low belt line and window design afforded the driver with outstanding visibility. The Pacer had in the windshield.

The articulated front wipers were hidden when in their parked position, and a rear wiper and washer was optional. Restyled 1979 D/L coupe, and persuaded the government that it was not financially viable to modify existing production cars to comply with the new regulations, and that instead each company would be put to the enormous expense of producing new, safety-compliant vehicles. Accordingly, the government requirements were reduced, which led to the deletion of several safety features from the production Pacer—for example the over the passenger compartment, and the bump in the roof that accommodated it. The design of the Pacer was strong for a small car, making it solid and heavy with protection features that included strong and massive bumpers, as well as wide that factory information bulletins described their 'roll bar like characteristics.' Even with the Pacer's large glass area, passengers are not near the windows because they all bow out from around the occupants. The Pacer's wide stance also makes it stable and provides a unique feeling when inside the car, giving credence to the marketing phrase used by AMC that 'you only ride like a Pacer if you're wide like a Pacer.'

The editors of The Motor opined the 'more you study both the general layout and the detail features of the Pacer, the more convinced you become that the men who dreamed it up and decided to make it actually do drive around in crowded cities and consequently realise from their own experience that the traditional big barges are less and less easy to navigate through our streets.' Car and Driver road testers noted the Pacer's 'smooth and quiet ride can probably be attributed to a front subframe that isolates the passenger capsule from engine, suspension and steering loads' making the car 'eminently stable and controllable, with its rack-and-pinion steering and wide track.' The Pacer's remaining safety features were not strongly advertised, and seldom influenced a potential customer's purchasing decision.

The car's extra weight—due in part to the safety equipment and the abundance of heavy glass—hurt fuel economy: production models tested by the (EPA) gave 16 mpg ‑US (15 L/100 km; 19 mpg ‑imp) in the city, but 26 mpg ‑US (9.0 L/100 km; 31 mpg ‑imp) or better on the highway (depending on driving habits and transmission), thanks to aerodynamic efficiency. Originally, the car was designed for a. In 1973, AMC signed a licensing agreement with to build Wankels for cars and -type vehicles.

(The agreement also permitted Curtiss-Wright to sell rotaries elsewhere.) Later, AMC decided instead to purchase the engines from (GM), who were them for use in their own cars. However, GM canceled development in 1974 for reasons that included durability issues, the fuel crisis, tooling costs (for the engines and also for a new product line designed to take advantage of the rotary's ultra-compact dimensions) and the upcoming (late 1970s) U.S. Emissions legislation. It was also thought that the high-revving Wankel would not suit Americans accustomed to low revs and high torque. General Motors's change of plans left the Pacer without an engine. American Motors took a calculated risk and introduced the new model. The company's over commitment to the project resulted in entrapment with so much money and effort in the car's design.

Engineers hastily reconfigured it to accept their existing. This involved a complete redesign of drivetrain and firewall to keep the longer engine within the body dimensions designed for the Wankel, but allowed the Pacer to share many mechanical components with other AMC models. Newsweek noted the 'Pacer's primary competitive drawback is gasoline mileage: AMC offers only six-cylinder engines and the car gets only 18 miles per gallon in city and suburban driving vs. 23 mpg or more for some four-cylinder competitors.' The ' thinking incorporated by AMC in the Pacer as the first 'wide, small car' attempted to capture a revolutionary change in marketplace, but a radical departure from what was accepted by consumers as 'good styling' was a risky strategy.

Only the largest firms can stick with a radical element until it 'grows,' and the automaker's dominance in the may eventually establish it as a standard feature. However, by the late 1970s the styling research no longer applied that if a car with some controversial styling was liked by at least half of the potential; then chances were good that this feature was a differential advantage for the manufacturer. The AMC Pacer incorporated many controversial styling and design innovations that led to its market failure after five model years. Created the Pacer by identifying emerging trends and design technologies, but it faced a small window of opportunity since a product that comes out either too early or too late can fail even if the opportunity was there initially.

A further complication was the purchasing dynamics and the Pacer's design was focused on maximizing the internal sense of space, while the market focused on external dimensions. Many of the attributes the Pacer incorporated became the goal of all manufacturers in the two decades that followed. With an uncommonly wide and short body for a small car, the Pacer's design is still considered controversial while its powerplants did not contribute to fuel economy. Nevertheless, 'the foresight by Teague and AMC was correct' with approaches to meet the evolving U.S. Government regulations covering automobiles (such as the Highway Safety Act of 1970 and the new ). Production.

A more conventional-looking model Introduced in showrooms on 28 February 1975, the Pacer was designed to attract buyers of traditional large cars to a smaller package during a time when gasoline prices were projected to rise dramatically. In its first year of production, the Pacer sold well, with 145,528 units. There was little competition from other American manufacturers, most of whom had been blindsided by the. The increased demand for compact, economy vehicles was growing rapidly. However, Pacer sales fell after the first two years, though the car continued to be built through the 1980 model year.

Similar to its mid-year introduction, on 3 December 1979, production of the Pacer ended at the assembly plant where it had begun five years earlier. A total of 280,000 cars were built. Increasing competition from the Big Three U.S. Automakers and the rapid consumer shift to imported cars during the late 1970s are cited as the reasons for this outcome. Automobile buyers in the U.S.

Became adjusted to smaller and lighter cars, particularly the imports that offered better gas mileage presented, the AMC Pacer could not match the German and Japanese cars. Also the large glass areas increased the car's weight. With 22 the Pacer was unattractive for customers in the. AMCs partnership with brought the named 'Le Car' to the AMC dealers.

The design of the Pacer gave a little touch to the restyling of the Renault 5 to meet wishes and requirements of the American Market. The Pacer's unconventional styling was commonly cited in its lack of success. Other concerns included a lack of cargo space when carrying a full load of passengers (because of its short ). Cargo space could be increased to 29.5 cubic feet (0.84 m 3) by folding down the back of the rear seat to form a flat floor. Drivers also cited a lack of power.

The Pacer was heavy; Car & Driver wrote, 'American Motors had already quoted a curb weight of 2990 lb. For the basic Pacer when we first wrote about the car, and that already seemed quite heavy; but when we weighed the test car (whose air conditioning, power steering and so forth would not account for the full difference) it registered an astounding 3425 lb.'

, and the standard 232 cu in (3.8 L), with a single-barrel and optimized for (all vehicles at the time carried emissions-reducing devices, including ); was relatively low-powered ('The Pacer comes with either of two AMC inline six-cylinder engines, both producing 100 bhp, but the larger 258-cu-in. Unit delivering better mid-range torque' ). In 1976, a 'High Output' version of the 258 cu in (4.2 L) engine was offered, which helped performance at the cost of higher fuel consumption. By the time a 304 cu in (5.0 L) was offered in 1978, the company had introduced a successful line of 'luxury-compact' models (the ).

Additionally, gasoline prices remained high, limiting demand for V8-powered vehicles. For increased cargo capacity, a body style was offered from 1977. The wagon version was only five inches longer (127 mm) and weighed only 76 pounds (34 kg) more than the. It was also a less unusual-looking design with a squared-off back and straight, almost upright, rear side windows. Although front vent windows were optional on all Pacers, the wagon's rear side glass featured vent windows as standard. The broad and rear opened to a wide, flat cargo area with 47.8 cubic feet (1.35 m 3) of space, significantly easing the task of loading cargo.

The rear seat also folded flat to form a continuation of the cargo floor. Some wagon models featured trim on the lower body sides and the liftgate. Model designations. 1979 D/L The Pacer started out as an economy car, and eventually became a small luxury car. The following information details some of the highlights.

The 'X' Package: Available as the Pacer X from 1975–1978 in coupe form, this version was renamed Sport in 1978 and subsequently eliminated. The consisted of vinyl bucket seats, sports steering wheel and custom trim, as well as a floor-mounted gear shift and front. The model received exterior chrome features, styled road wheels, Pacer X decals on the doors, and other package identification.

The 'D/L' Package: A more upscale edition, the D/L was available for the entire run of the car and became the base model in 1978. The package originally included 'Navajo design' seating fabric and a woodgrain instrument panel as well as some interior features that were otherwise optional. The exterior had additional chrome accents, different wheelcovers, and identification badging. The 'Limited': Available in 1979–1980, the Limited had leather seats, extra sound proofing, and deeper-pile carpet (18-oz. The standard 12-oz) as standard, plus amenities that were otherwise options, including: AM radio, and tilt. The exterior had chrome accents, styled road wheels, and 'Limited' badging. The 'Sundowner': Available through AMC dealers in California for 1975 only, the Sundowner was a basic $3,599 Pacer with options that listed for $300 included at no extra cost.

In addition to the mandatory California engine emissions controls and bumper guards, the package included 'Basketry Weave' fabric upholstery with coordinated trim on the door panels, plus remote control exterior mirror, rear window washer and wiper, styled road wheels with white wall tires, and a roof rack. The 'Levi's' Package: Introduced for 1977 to capitalize on the popularity of the Levi's Gremlin and Hornet, the Levi's Pacer had blue denim-like upholstery and door-panel trim, with small Levi's tags on the front seats. The copper buttons in AMC's other Levi's models were omitted, and a Levi's logo sticker was added to each front fender. The version, which could be combined with the Pacer X package, did not sell in large numbers and it was dropped for the 1978 model year. Carl Green Enterprises (CGE) Pacers: these cars, modified by automobile designer Carl Green, had 401 cu in (6.6 L) plus flares, air dams, and wings. The CGE Pacers appeared in, and magazines. Green also built two Pacer for to use in the circuit, and provided body kits for Amos Johnson's Team Highball racecars.

Revised two-tone paint scheme introduced in 1977 Pacers without the optional vinyl roof trim could be finished in several unique two-tone paint combinations, with front and rear scuff molding extensions on the body sides. The two-tone treatment was changed in 1977 to an 'up and over the roof' accent paint scheme for the remainder of production. For 1979–1980 a and center chrome hood strip were added. Moving toward more luxury features, became available in 1978 and in 1979 joined the option list. Show cars.

1978 EVA Change of Pace front battery pack Some AMC Pacers were converted to. Electric Vehicle Associates (EVA) of was best known for its Change of Pace model — a built-to-order adaptation of the Pacer that was priced at $12,360 in 1978.

The company converted over 100 units. First available in the version, power came from eighteen 6-volt to a 15 kW (20 hp) series with a stock three-speed automatic transmission. The EVA Change of Pace sedan weighed 3,990 lb (1,810 kg) and reached 55 mph (89 km/h) with a 53-mile (85 km) range.

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Regenerative braking is used in conjunction with the standard hydraulic brake system which utilizes front-wheel discs and rear drums. Vehicle tests that focused on the electrical drive system including the batteries, controller, and motor 'found that the Pacer performance is approximately equal to the majority of the vehicles tested in the 1977 assessment.' Later, a version had twenty batteries housed in two-packs (front and rear), with a 26 kW (35 hp) (at 3,000 rpm) motor, and the car was complete in every detail down to a. The electric Pacer wagon was one of the more expensive cars at $14,000. The (LIA) sponsored a tour for government and industry officials that featured an EVA Pacer wagon. In purchased 40 modified AMC Pacers from EVA.

The also included EVA Pacers in its inventory of special-purpose electric vehicles. A video documentary about the Electric Vehicle Association's electric Pacers is titled 'A change of Pace.' A fully restored wagon has had its original (SCR) control replaced with a modern controller and the 'hydraulically operated hybrid vehicle recharging system' removed because of its lack of efficiency to use compressed air from suspension travel to power a small generator to recharge the batteries.

International markets Europe. Rear VAM Pacer X A new model was introduced in 1979, the VAM Pacer X, with a serious high performance focus. It featured a high-output version of the 282 cu in (4.6 L) engine with a higher 8.5:1 compression ratio, semiported head, centrifugal advance-modified electronic distributor for higher acceleration, a set of headers with two final outlets divided between the first three and second three cylinders (even though a final single exhaust was used through a Y-shaped portion) and the return of the Holley 2300 two-barrel carburetor. The output for this engine, code-named '4.6 SX' is estimated at 147–152 hp (110–113 kW; 149–154 PS) net at 4000 revolutions per minute.

This engine made the Pacer X the second best performing VAM car of 1979, surpassing by a single tenth of a second the four-speed American Rally AMX (Concord AMX equivalent) with the standard 282 and in VAM's own acceleration tests. The Pacer X was available in only three colors (black, white and wine red), carried body-colored bumpers and had most bright items deleted, was applied with unique thin golden stripes surrounding the door and side glass areas extending through the roof from side to side, used VAM's eight-spoke sports steel wheels painted in gold with blacked out volcano hubcaps, rear and side glass moldings were also blacked out and the lower front corners of the doors had 'Pacer X' decals in place. In the interior, the Pacer X held its own design of reclining bucket seats, had a center console with locking compartment and ashtray instead of the armrest, a set of Rallye gauges (water temperature, clock, ammeter and oil pressure) instead of the in-dashboard ashtray, a 6000 rpm tachometer in place of the electric clock, three-arm spoked sports steering wheel with a cylindrical horn button with a VAM logo, floor-mounted three-speed automatic transmission, remote-controlled driver's side door mirror, and reading dome light. Air conditioning was standard in this model and most units included a tinted glass pop-up sunroof. The rest of the equipment was the same as the standard model: power brakes, power steering, front sway bar, stiff shock absorbers and springs, 3.07:1 rear gears, heavy duty cooling system, AM FM monaural radio, tinted windshield, light group, inside hood release, and three-point retractable seatbelts. The VAM Pacer X was a limited edition model of only 250 units and is the most collectible Pacer model in Mexico.

This makes a total of 619 VAM Pacers produced for 1979. Unlike the AMC Pacer, 1979 was the last year of the line for Mexico. Motorsports A 1976 Pacer was driven by Gordon Olsen and Bob Stone in the 1979 SCORE Pro Class race and finished Class 6 (production cars) in second place, behind a Ford Ranchero truck. With a high rate of drop outs, 'anyone that officially finishes a Baja race is a winner.'

Although many questioned 'What's a nice odd econo-car like you doing in an off-road race', the car was doing very well with Olsen swapping the lead with the V8 powered truck. However, an impact resulted in destruction of the Pacer's radiator giving the lead to the truck after 21 hours and 20 minutes of racing. The Pacer was sponsored by AMC/Jeep and carefully prepared with the 258 cu in (4.2 L) I6 tuned to produce 200 hp (149 kW; 203 PS) as well as an automatic transmission, 15x8 aluminum wheels, higher ground clearance, a 36 US gal (136 L; 30 imp gal) capacity fuel tank, extra shock absorbers in the rear, and aluminum.

Reviews A 2005 Hemmings Classic Car magazine article said that in 1975 the Pacer was 'sleek' and 'audacious'; 'it looked like the car of the future' and 'the automotive press loved it.' Motor Trend magazine, one of many that pictured the car on the cover, said it was 'the most creative, most people oriented auto born in the U.S. In 15 years'. Said the Pacer 'scored quite high in our tests. We would not hesitate to recommend it to anyone who wants a fairly small car.' The report concluded that the Pacer did 'at least as well as the, the, and the, the U.S.

Compacts we like best,' and that 'overall, the Pacer scored better than such domestic subcompacts as the Ford Pinto, the, and AMC’s own Gremlin.' Small Cars magazine noted that 'admiration was an obvious reaction' at the press preview, and that 'the knowledgeable product writers knew without being told that they were privileged to be there to see something new in automobile design.' Road & Track ran a cover story with design and engineering details. Michael Lamm, writing in, commented on many 'thoughtful touches that distinguish AMC's strikingly futuristic new Pacer'. He said the ride was “not choppy as in so many short-wheelbase cars”, the rack-and-pinion steering gave 'handling a feeling of precision.

Sticking well in turns, with hard cornering generally solid and predictable”, the “tight turning radius' made parking 'easy”, and the steering wheel was too big. Summing up, he said that with its 'very modern styling, ample power and generous interior' the Pacer was 'more car' than 'the or 'GM’s sporty compacts (, /)', and that its performance felt 'strong—certainly on a par with most V8s.' Don Sherman wrote in the February 1975 issue of that it was 'our first real urban transporter.There is, of course, the chance of monumental failure; it might be another ahead of its time or a pariah like the. But.with its high priority on comfortable and efficient travel and absence of Mach 2 styling, it at least seems right for the current state of duress. Consider this bold offering from AMC a test: Are we buying cars for transportation yet, or are they still social props?'

The April 1975, road test described the Pacer's appearance as 'bold, clean and unique.even when it's going 60 mph it looks as if it's standing still.' But noted that, even with the test car's optional front disc brakes, 'in the usual panic-stop tests.our driver had one of his most anxious moments ever as the Pacer screeched, skidded and demanded expert attention at the steering wheel to keep from going altogether out of control.

The histrionics are reflected in long stopping distances from highway speeds. The car’s engineering—old-fashioned and unimaginative in the extreme—does not match the perky design', which the magazine declared 'most attractive to look at and pleasant to sit in.' 1975 Pacer X In a follow-up road test in August 1976, Motor Trend wrote: 'Since its introduction in January 1975, we have been quite smitten with AMC’s Pacer.' The magazine criticized the performance and the absence of a 4-speed transmission.

A 2-barrel carburetor was offered on the larger six at the end of 1975, as well as a 4-speed manual, but the testers noted that although 'the 2-bbl Pacer was faster than the 1-bbl car by a fair margin, it did not 'feel' faster' (author's emphasis). They commended the car's comfort: 'Even with its compact exterior dimensions, the Pacer is one of the most comfortable 4-passenger cars around.The wide bucket seats were firm, but very comfortable.Front passenger leg room is extraordinary even with the seat racked well forward, and the rear seat leg room exceeds such full-sizers as the and.' The British press was critical, and the cover of, a weekly automobile magazine, stated: 'We test the Pacer – and wish we hadn't.' Popular Mechanics described the newly added 1977 Station Wagon body style as a 'Styling Coup', and said: 'who needs the coupe!' By 1978 the luster had worn off the design, and as more sophisticated competitors were introduced the press began criticizing the lack of power and performance. Collectibility Collector of classic car publication Hemmings Motor News noted that small cars have always played a role in the U.S. Automotive history, and that 'among those produced during the late Seventies, the AMC Pacer was an economical giant, in a manner of speaking.'

Now old enough to be a ', the Pacer has come to be regarded in some quarters as a 1970s design icon. According to, the 1970s were 'infamous for, and some of the ugliest cars ever.' Most cars in the U.S.

From the early 1970s are noted more for their power than their styling, but they even lost their power by late 1970. Many automobiles began to lose their character and looked the same across brands and automakers, as well as focusing on 'luxury' features such as and non-functional.

The ' Pacer was one of the few of that era that had 'real personalities' and it embodies a sense of 'artful desperation' making it 'stand out from the crowd and epitomize at once the best and worst of the seventies.' Nevertheless, in spite of their bad reputations, cars of the 1970s era such as the Pacer are becoming collectors' items. Business Week reported that the rising values of so-called ' cars' —ugly 1970s-era cars —prompted the CEO of a major collector-car insurance company to buy a Pacer which has 'inexplicably appreciated substantially beyond the $2,300 that he paid for it in 2004.' In 2002 he said: 'In what can sometimes be a sea of automotive sameness, the AMC Pacer continues to turn heads even today'. The Pacer has been described as one of the formerly unloved cars from the 1970s that are enjoying a resurgence in both collectibility and auto restoration—especially among fans of cars from that era. The Pacer is one of several 1970s cars that were always thought of as cheap vehicles; therefore they were poorly maintained, which reduced their life expectancy.

Also the heavy engines used in the car put more load on the front suspension than intended, which caused the rack and pinion steering to fail on Pacers built in 1975. Today the Pacer's originality, as well as its deficiencies, are appreciated, if not loved, by car hobbyists and serious collectors alike. Although 'automotive oddity' is a recognition that the Pacer gets for its contribution to history, some owners appreciate them and have also upgraded them with the modern Jeep engine as a 'low-buck, dare to be different' automobile. A few owners have further modified Pacers into drag cars.

Ownership support The classic vehicle publication lists AMC clubs with over 50 national and regional AMC automobile clubs as of 16 April 2009. Pacers share the drivetrain as well as other parts and components with other AMC models, while (NOS), used, and reproduction parts are available from vendors specializing in AMC vehicles. In popular culture. Wayne's World Pacer A 1976 AMC Pacer Hatchback was used in the 1992 movie, and again in the 1993 movie. The Pacer used in both movies was painted bright blue with flame decals, with stock steel wheels and wheel covers in the front, and aftermarket chrome-plated steel wheels in the rear. It features a two-tone light blue-and-beige vinyl interior, as well as a licorice dispenser mounted in place of the overhead light in the headliner. Although the car appears throughout both movies, it is seen the most in the introductory scene of the first Wayne's World movie.

Wayne Campbell inserts a cassette tape into the stereo of the Pacer, and Wayne, Garth Algar , and his friends enthusiastically enjoy listening to '. Modifications to the movie car included interior camera mounts, tow hooks welded to the front subframe, and the removal of the system.

The rear wheel wells were modified to accommodate aftermarket speaker boxes, the aforementioned licorice dispenser was added, and an additional cup holder was added to the Pacer's dashboard. The car used an AMC 258 cu in (4.2 L) six-cylinder engine and an. After sitting unused for over 20 years, the car was restored to the same specifications as in the movie. The body of the Pacer was stripped and repainted, the wheels were re-chromed, and the interior was re-covered, all to match the specifications of the screen car. A modern aftermarket and speakers replaced the stereo equipment; these are the only aftermarket parts installed on the car, except the licorice dispenser. Factory parts used to restore the car were all obtained NOS. The car was sold for $37,000 at the 2016 Collector Car Auction in,.

In the animated feature film, Tubbs Pacer, Petey Pacer, and Fred Pacer are based on a 1975 AMC Pacer. A 1977 Pacer D/L wagon was featured in the 1977 hit movie which stars and in the title role. John Denver's character Jerry drives the car in several scenes, including one in which God makes rain fall only inside the car.

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