Sometimes the most valuable part of a car is its history.
This 1962 Rambler Classic represents the final year for a design that not only saved a company but launched a compact-car revolution in the United States. That revolution was led by one of the auto industry’s most extraordinary CEOs—George Romney.
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A transcript, cleaned up by AI and edited by a human staffer, is below.
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Transcript:
Can a car’s value be measured in more than just dollars? We’re going back in time.
You are forgiven if you don’t recognize this 1962 Rambler Classic. It’s not a popular collector car today. In an era of cheap steel and cheaper gasoline, the compact Rambler stood in opposition to Detroit’s mantra of longer, lower, wider cars. Leading this movement was George Romney.
Romney was an outsider to the auto industry. Far from being a Motor City blue blood, he was a devout Mormon who didn’t drink, smoke, or behave like many executives of the time. He joined Nash-Kelvinator in 1948 as an assistant to President George Mason. In 1954, Mason negotiated a merger between struggling automakers Nash and Hudson, but he died less than six months later, leaving Romney in charge of the newly formed American Motors Corporation.
Sales were falling rapidly, except for one model—the compact Nash Rambler. Americans liked the little car, which offered sensible transportation in a world of increasingly larger automobiles. With enough capital to redesign only a single model, Romney spent it all creating a new Rambler for 1956. To save money, he cut executive perks, sold corporate airplanes, and even switched to cheaper toilet paper in company restrooms. His boldest decision, however, was ending production of all Hudson and Nash vehicles, making Rambler a brand of its own.
He hit the road preaching the virtues of the compact car—fuel efficiency, lower ownership costs, and easier driving and parking. Romney was a natural salesman. He argued that America didn’t need “gas-guzzling” vehicles, even when gasoline was inexpensive. For Romney to call something immoral carried weight. By 1958, he had gained many converts. A national recession boosted sales of the low-cost Rambler, and production nearly doubled two years in a row, saving the company.
1962 was the final year for the six-year-old Rambler chassis. Originally called the Rambler Six and V8, the name had changed to Rambler Classic the year prior. Under the direction of Ed Anderson, its styling evolved with the times, first adding quad headlamps and tailfins, then replacing the fins with a long beltline crease. The front looks tidy and conservative, but the wraparound rear window and sculpted trunk stand out. The design is pleasant and functional. Although repainted, the exterior still matches the original Baron Blue Iridescent, and the stylized R logo adds to its early ’60s flair.
The simple painted metal dashboard creates a clean, symmetrical look accented by an Art Deco speedometer. The seats, though old and worn, hide a useful trick. The Airliner reclining seats folded flat, turning the car into a makeshift bedroom. They were popular with hunters, fishermen, and traveling salespeople—not so popular with fathers of teenage daughters.
My favorite feature is the three-speed manual column shifter, or “three on the tree.” There is something satisfying about clunking through the gears. It also works as an excellent anti-theft device, since most people under 50 have never driven one. Handling is unremarkable, but compared to larger cars of the era it is easier to maneuver. Along with the manual transmission, this car has manual steering and manual drum brakes. The brake pedal offers almost no feedback, making the first stop sign a frightening experience. It can be humbling if you’ve never driven a three-speed on the column before, especially if you don’t yet know where the clutch engages. With some practice, it becomes easier and shows just how far economy cars have evolved in the last 50 years—and how basic the Rambler was.
American Motors sold a range of power options, engines, and body styles. Rambler also offered the smaller American and the higher-end Ambassador, giving the brand wider appeal. A Nash-designed 3.2-liter inline-six powers the car, producing 127 horsepower. It helped Rambler win fuel economy competitions for years.
George Romney, meanwhile, became a champion in his own right for turning around American Motors. He earned the nickname “The Dinosaur Hunter” for attacking oversized American cars. Rivals who once ignored him soon rushed to create compact cars of their own. Less than a decade after becoming its own brand, Rambler was the third best-selling marque in the country, behind only Ford and Chevrolet.
Success came with consequences. Rumors grew that Romney was interested in politics. After much deliberation, he left American Motors to run for governor of Michigan in 1962. He was missed at AMC, which lost its competitive edge as rivals intensified. There’s no telling what might have happened had he stayed. The oncoming competition from the Big Three, followed by Japanese and German imports, would have challenged even the strongest leaders.
On paper, the Rambler succeeded by offering the comfort and quality of a larger car with lower prices and operating costs. But it also succeeded because of George Romney’s passion. He approached the work with a sense of mission rarely seen in business.
Sadly, the Rambler’s virtues—its size, simplicity, and modest design—make it less valuable as a collector car today. But in terms of history, the Rambler Classic holds a special place. It’s a story of passion, innovation, and persistence—qualities that are truly priceless.
Special thanks to Patrick Foster for information and images from his book “George Romney: An American Life.” For this and other automotive titles, visit Old Milford Press.