 Emblem featured on the sides of cars assembled by AMI during the 1960s and 1970s | |
| Industry | Automotive |
|---|---|
| Founded | 1926 |
| Defunct | 1987 |
| Fate | Bought out by Toyota |
| Successor | Toyota Motor Corporation (Australia) |
| Headquarters | Port Melbourne, Australia |
Australian Motor Industries (AMI) was an automobile assembly firm that was significant in the early history of the automotive industry in Australia.
The origins of Australian Motor Industries can be traced back to 1926 when J.F. Crosby decided to invest in Eclipse Motors Pty Ltd of Melbourne. [1] In 1929, the company secured the Victorian agency for Standard Motor Company's cars, then changed the company name to Talbot and Standard Motors, and began a steady period of expansion with the Standard marque through the 1930s. In 1952, the Crosby family formed a holding company, Standard Motor Products, in cooperation with the Standard Motor Company of England to assemble cars at a new assembly plant in Port Melbourne. The subsidiary company responsible for vehicle assembly was the Standard Motor Company (Australia) Limited. It made the Standard Eight, Vanguard, Spacemaster, and the Triumph Mayflower. [2]
Import tariffs on vehicles had encouraged the growth of the Australian vehicle body-building industry since the early 1920s. The tax concessions varied with the degree of local content.
Changes within the industry saw the principal manufacturers' consolidation and the smaller body-builders' demise. The Port Melbourne assembly plant was one of many new facilities set up to meet the post-war demand for new vehicles. By 1955, the assembly complex had expanded to 33 acres (13 ha; 0.052 sq mi) of land and the new engine assembly plant had a capacity of 100 engines per eight-hour shift.
Standard Motor Products Ltd was unusual in the Australian motor industry because of the high Australian shareholding of the company; 88% in 1952, when the Australian company bought out its English partner. [3] The remaining shares were held by the Standard Motor Company (SMC). As a sign of the close cooperation between the two companies, SMC's Sir John Black was made president, and Arthur Crosby remained chairman. His brother, Clive Crosby, became the managing director. By 1956, the factory employed over 1,600 workers.
When Leyland Motors, the new owners of Standard, indicated it wished to assume its production of Triumph cars in Australia, AMI needed to find another car to assemble. The answer came with Mercedes-Benz. In 1958, the company negotiated with Daimler-Benz to assemble and distribute Mercedes-Benz vehicles in Australia. In recognition of this new agreement, the company was renamed Australian Motor Industries, and a new subsidiary company was formed to handle the Mercedes-Benz franchise. [3] Passenger vehicle sales show 729 locally assembled Mercedes-Benz cars were sold between July 1959 and June 1960. By 1960, Mercedes-Benz had increased passenger car sales in Australia by ten-fold annually, selling as many cars per year as in the first fifty years.
Leyland decided not to proceed with its Australian operation, allowing AMI to begin production of the Triumph Herald in 1959. AMI also assembled Ferguson tractors through another subsidiary company of the group, British Farm Equipment. An extensive dealer network throughout New South Wales and Victoria saw Standard cars and Ferguson tractors marketed in country areas. The most popular car sold was the Vanguard model. [1] [4]
In October 1960, AMI signed an agreement with American Motors Corporation (AMC) to assemble the Rambler range of cars from knock-down kits. [5] Another deal with Fiat was planned to replace the Ferguson tractors distributed by BFE. The Standard Motor Company had sold its tractor facility in Coventry to Massey Ferguson and focused on automobile production.
Australian Motor Industries ran into financial trouble during the Australian credit squeeze of 1961, and the company was forced to sell off many assets and vehicle stock to remain solvent. Part of the restructuring resulted in selling their share in the Mercedes-Benz franchise to the German parent company.
In 1963, the company secured the Australian franchise for Toyota cars and began assembly of the Tiara range. From this point, the company's financial position steadily improved. By 1967, AMI assembled 32 models for the Australian market and imported fully assembled Toyota Corollas for their dealer network. Australian Motor Industries also assembled the Rambler range from American Motors Corporation (AMC) and Triumph cars from Leyland Motors. Leyland inherited AMI shares when it merged with Standard-Triumph International in 1961.
During the early 1960s, the foreign share of the automobile motor vehicle market was estimated to be 95%, and as the only sizeable producer with local equity, AMI continued to manufacture overseas designs. [6]
Australian Motor Industries assembled the Triumph Herald from 1959 until 1966. They produced a few unique models for the Australian market. [7] Assembly of the Standard Vanguard Six at the AMI plant continued for about one year after production had ended in Britain. However, the engine remained for fitment to the Triumph 2000. The Triumph 2000/2500 range was assembled in Port Melbourne from 1964 through the mid-1970s.
By 1965, the demise of the Standard Vanguard and the loss of assembly rights for Mercedes-Benz vehicles left AMI with additional capacity to assemble Rambler, Triumph, and Toyota models. [8]
In 1961, AMI began the assembly of a range of AMC cars, beginning with the Rambler Ambassador, all with right-hand drive and carrying the Rambler brand name. By the end of the 1960s, Australians could purchase a locally assembled Rambler Javelin, AMX, [9] Hornet, Rebel, or Matador long after the Rambler marque was discontinued from use on the equivalent U.S.-market models. [10]
Knock-down kits were shipped from AMC's Kenosha, Wisconsin facility, but the Australian cars were assembled with a percentage of "local content" to gain tariff concessions. Australian suppliers delivered many parts and components, such as glass, seats, upholstery and carpet, lights, tailshafts, and heaters. AMI specified what parts were not to be included in the unassembled kits sent by AMC. Other necessary parts specified by the assembler were boxed and shipped for assembly at the final destination in Australia. It is unknown exactly how many parts were included to be installed by the assembly operation, which varied with each operation. AMI chose external colors for the Rambler cars, matching those used on that period's AMI-assembled Triumphs and Toyotas. The distinctive AMI exterior emblems were affixed on Ramblers as well as Triumph and Toyota cars assembled by AMI from 1968 onward.
The Australian-assembled Rebel was made from 1967 until 1971, even though the last year of the American model was 1970. A total of 345 Rebels were assembled in 1970, and 307 were built in 1971. Australian Rebels were equipped with the dash and instrument cluster of the 1967 RHD Rambler Ambassador. This dashboard continued until the Australian-assembled replacement AMC Matador was introduced.
A total of 24 two-seat AMC AMXs, all 1969 models, were made by AMI between August 1969 and July 1970. [11] All featured the 343 cu in (5.6 L) V8s. [9] Differences to the RHD two-seater AMXs compared to the U.S. models included swapping the power brake booster and heater motor on the firewall. However, the power steering pump remained in its usual position on the left side. The remaining steering components had to be relocated to the right side of the car. All Australian AMX interiors were finished in black, featuring a unique RHD dashboard with a wood-grained instrument cluster in front of the driver. While the AMX was marketed as a performance muscle car in the U.S. marketplace, the Australian AMXs came with a substantially higher level of standard features that were optional in the U.S. [11] The AMI AMXs were advertised as personal luxury cars. [11]
One fully finished AMC Gremlin was imported from the U.S. in 1970 for evaluation purposes. It was converted to right-hand-drive and branded as a "Rambler Gremlin". [12] The car features the standard 232 cu in (3.8 L) I6 engine with three-speed manual transmission. [12] The car was presented at the 1970 Sydney Motor Show to gauge interest and test the market but never went into production. [13]
From 1971, Australian-assembled Matadors were equipped with standard column shift automatic transmissions, power steering, power windows, air conditioning, and an AM radio. In later model years, the engine was upgraded to AMC's 360 cu in (5.9 L) V8. Options included an exterior sun visor over the windshield, full vinyl roof cover, tow hitch, and mud flaps.
A total of 118 Hornets and 145 Matadors (118 sedans and 27 station wagons) were sold during 1974. Registrations for 1975 were 136 Hornets and 118 Matadors (85 sedans and 33 wagons). The final year of Hornet production was 1975, leaving the Matador as the only AMC product after that. In 1976, 88 Matadors (78 sedans and ten station wagons) were registered. The assembly of 80 Matador Coupes occurred in 1976. The knock-down kits had arrived in late 1974, but were not worked on. The Matador Coupes were sold as 1977 models, bringing 1977 registrations to 80 Matador Coupes, 24 Matador sedans, and three station wagons. December 1976 marked the end of the local assembly of AMC vehicles.
One fully assembled AMC Pacer was imported for evaluation purposes. [14] AMI did not construct the Pacer for the Australian market.
While Toyota and Triumph began to be AMI's main focus, the company retained a niche market as the sole U.S.-sourced cars marketed in the Australian marketplace. For example, the Government of New South Wales selected the Rambler Rebel and the Matador as official vehicles in the 1970s.
Australian Motor Industries assembled the first Toyota car built outside Japan in April 1963, the Toyota Tiara. [15] Assembly of Toyotas by AMI expanded in the 1960s to include the Crown, Corona, and Corolla at the Port Melbourne facility. Toyota Motor Corporation of Japan purchased shares to control 10% of the Australian company. [16] As a fast-growing company, Toyota took a controlling interest in AMI in 1968, just as a contract with British Leyland was signed. [16] [17] Toyota also purchased a 40% share in Thiess Toyota, the importer of Toyota light commercial vehicles from Thiess. [18] In 1971, British Leyland absorbed the British Motor Corporation, thereby acquiring Standard Triumph. Toyota purchased more shares to increase their AMI holdings to 50%.
Recognizing the company's controlling owner and the products it manufactured and marketed, AMI renamed itself AMI Toyota Ltd in 1985. The company continued to be listed on the Australian Securities Exchange with a minority Australian shareholding until 1987, when Toyota acquired all shares held by remaining shareholders.
The Japanese company then amalgamated it with its other Australian operations in 1989 to form two organizations. Toyota Motor Corporation Australia, which was responsible for passenger vehicles, and Toyota Motor Sales Australia, which became accountable for Toyota commercial vehicles and Hino trucks. [19]
Toyota vehicle production was transferred from the historic Port Melbourne factory in 1994 to the company's new $420 million facility at Altona, Victoria. Production was focused on vehicles based on the Toyota Camry. The Australian facility also exported CKD kits to assembly plants in Thailand, Malaysia, Indonesia, Vietnam, and the Philippines until 2017 when Toyota ceased all car production in Australia.
The AMC Gremlin is a subcompact automobile introduced in 1970, manufactured and marketed in a single, two-door body style (1970–1978) by American Motors Corporation (AMC), as well as in Mexico (1974–1983) by AMC's Vehículos Automotores Mexicanos (VAM) subsidiary.
American Motors Corporation was an American automobile manufacturing company formed by the merger of Nash-Kelvinator Corporation and Hudson Motor Car Company on May 1, 1954. At the time, it was the largest corporate merger in U.S. history.
Rambler is an automobile brand name that was first used by the Thomas B. Jeffery Company between 1900 and 1914.
Nash Motors Company was an American automobile manufacturer based in Kenosha, Wisconsin from 1916 until 1937. From 1937 through 1954, Nash Motors was the automotive division of Nash-Kelvinator. As sales of smaller firms declined after 1950 in the wake of the domestic Big Three automakers’ advantages in production, distribution, and revenue, Nash merged with Hudson Motors to form American Motors Corporation (AMC). Nash automobile production continued from 1954 through 1957 under AMC.
The Hudson Motor Car Company made Hudson and other branded automobiles in Detroit, Michigan, U.S., from 1909 until 1954. In 1954, Hudson merged with Nash-Kelvinator to form American Motors Corporation (AMC). The Hudson name was continued through the 1957 model year, after which it was discontinued.
The AMC Javelin is an American front-engine, rear-wheel-drive, two-door hardtop automobile manufactured by American Motors Corporation (AMC) across two generations, 1968 through 1970 and 1971 through 1974 model years. The car was positioned and marketed in the pony car market segment.
The Ambassador is an automobile manufactured and marketed by American Motors Corporation (AMC) from 1957 through 1974 over eight generations, available in two- and four-door sedan, two-door hardtop, four-door station wagon as well as two-door convertible body styles. It was classified as a full-size car from 1957 through 1961, mid-size from 1962 until 1966, and again full-size from 1967 through 1974 model years.
The AMC Hornet is a compact automobile manufactured and marketed by American Motors Corporation (AMC) and made from 1970 through 1977—in two- and four-door sedan, station wagon, and hatchback coupe configurations. The Hornet replaced the compact Rambler American line, marking the end of the Rambler marque in the American and Canadian markets.
A knock-down kit is a collection of parts required to assemble a product. The parts are typically manufactured in one country or region, and then exported to another country or region for final assembly. CBU, on the other hand, stands for "Completely Built Up" and signifies import of a finished product.
The AMC Matador is a series of American automobiles that were manufactured and marketed by American Motors Corporation (AMC) across two generations, from 1971 through 1973 (mid-size) and 1974 until 1978 (full-size), in two-door hardtop and coupe versions, as well as in four-door sedan and station wagon body styles.
The AMC Rebel is a midsized car produced by American Motors Corporation (AMC) from the 1967 until the 1970 model year. It replaced the Rambler Classic. The Rebel was replaced by the similar AMC Matador for the 1971 model year. The Rebel was positioned as the high-volume seller in the independent automaker's line of models.
The Rambler American is a compact car that was manufactured by the American Motors Corporation (AMC) between 1958 and 1969. The American was the second incarnation of AMC forerunner Nash Motors' compact Rambler that was introduced in 1950 and marketed after the merger with Hudson Motors under both marques during the 1954 and 1955 model years.
The Rambler Classic is an intermediate-sized automobile built and marketed by American Motors Corporation (AMC) from the 1961 through 1966 model years. The Classic replaced the Rambler Six and Rambler Rebel V8 names, which were retired at the end of the 1960 model year.
The Rambler Rebel is an automobile that was produced by the American Motors Corporation (AMC) of Kenosha, Wisconsin for the 1957 through 1960 model years, as well as again for 1966 and 1967.
The Hudson Hornet is a full-size car manufactured by Hudson Motor Car Company of Detroit, Michigan from 1951 until 1954, when Nash-Kelvinator and Hudson merged to form American Motors Corporation (AMC). Hudson automobiles continued to be marketed under the Hudson brand name through the 1957 model year.
Vehículos Automotores Mexicanos, S.A. (VAM) was a Mexican automaker from 1946 to 1986.
A substantial car industry was created in Australia in the 20th century through the opening of Australian plants by international manufacturers. The first major carmaker was Ford Australia and the first Australian-designed mass production car was manufactured by Holden in 1948. Australian manufacture of cars rose to a maximum of almost half a million in the 1970s and still exceeded 400,000 in 2004. Australia was best known for the design and production of 'large' sized passenger vehicles. By 2009 total production had fallen to around 175,000 and the Australian market was dominated by cars imported from Asia and Europe.
The automotive industry in New Zealand supplies a market which has always had one of the world's highest car ownership ratios. The distributors of new cars are essentially the former owners of the assembly businesses. At the dealership level they have maintained their old retail chains in spite of the establishment of the many new independent businesses built since the 1980s by specialists in used imports from Japan. Toyota entered into direct competition with those used-import businesses refurbishing old Toyotas from Japan and selling them through their own dealers as a special line. The nation's car fleet is accordingly somewhat older than in most developed countries.
The Go package was a factory option that included various performance equipment that was available on several muscle cars manufactured by American Motors Corporation (AMC).
South Africa is traditionally the leader in Africa of the automotive industry and now produces more than half a million automobiles annually of all types. While domestic development of trucks and military vehicles exists, cars built under license of foreign brands are the mainstay.
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