How much was the cheapest car you have seen in the last year? This 1978 AMC Pacer wagon is advertised for just $1800 here on craigslist, and it’s waiting in Omaha, Nebraska for a new owner. It’s almost weird to talk about “early” and “late” Pacers as if they’re a muscle car or a Ferrari 330 or something, but sure enough, the Pacer was made in two distinct designs, differentiated by the shape of the hood. Early Pacers had a straight grille from headlight to headlight; late hoods were redesigned with the rectangular intrusion along that line that we see above, amounting to a slight bulge. Jack M. found this cult classic for us – thanks, Jack!
This is a D/L (for “De Luxe”) – one notch above the base trim level – with faux woodgrain trim on the dash, individual seats, and extra moldings both in and out. If you really wanted show off, you ticked the box for the Limited – offered in ’79 or ’80 only – and got leather seats and power options. The seller describes the interior as “excellent” but it’s only about a C+ – the cargo area carpet is shot, the steering wheel is stained as is the seat fabric. On the other hand, the dash has escaped warpage and cracks.
The engine didn’t want to be photographed, apparently; this arm’s length underhood shot is all we’re allowed. Two six cylinder options were available – the base 232 cu. in. and the 258; one of these resides in this engine bay. Neither one was much of a match against the heavyweight Pacer; the wagon weighed at least 3000 lbs. The gearbox here is Chrysler’s TorqueFlite automatic. The Pacer already cost $500 more than a Ford Pinto, but buyers had to pay even more to get a four-speed manual. In fact, nearly everything worthwhile – power steering, radial tires, disc brakes, tinted glass – cost extra. While first- and second-year Pacers sold well, sales began to drop off precipitously by 1977. The wagon was a reaction to this sales slide, AMC believing that normalizing the Pacer’s looks and increasing practicality by introducing a new body style would save the model. But the cost of the new tooling was not rewarded: sales dipped further until AMC pulled the plug in 1979. The last Pacers were sold as 1980 models.
This car’s “skirts” are rusted all the way around, with the bottom of its rear quarter about to accede to gravity, and holes forming in the lower door panels. The seller – while up front about the rust – does leave out crucial details regarding the car’s running condition. If it runs, this Pacer might have enough life left to serve as a commuter for a year or two. Otherwise, it might serve best as a donor to restore a better example.
I’m guessing a 3sp manual, was the standard transmission. While a 4sp, and Torq-flite were extra-cost options ?
Yes that’s what I understand as well. The Pacer had a huge list of options; you could get the price up to that of the average mid sized sedan.
Thanks Michelle. Love many cars from the AMC factory. And of course the Jeep brand, which is all Chrysler was interested in when things went down.
I had a chance at a gorgeous brown CJ w 304, and the whole Dana program underneath. Wish I bought it. 😪
This one has some options. Automatic trans, air conditioning, vent windows, a clock, am AND fm radio. Not a stripper, but not too trim. Love the Keystone wheels, I had them on my blue 75.
Nice cheap project, but that is 127K miles.
The raised hood and grille were added to accommodate AMC’s 304 V-8, a new option for 1978. If the 258’s 120 HP and 201 lb-ft weren’t enough, imagine how GM’s Wankel would have been with 150 HP and only 125 lb-ft.
initially designed for that motor a real gas hog avoided in the day for a commuter/town car. I’m glad it couldnt happen and like very much the tq-ie 258 i6 (i6 = low rev tq supreme).
258 check, wagon check, under 2, 3K$ check, body wrk needed no, buckets no, hood bump no,
I’d w a y rather mechanicals then body wrk…
Still, might be the one for me…
I sold a nicer one for $1700
What a chick magnet!!
This is a repeat from November, but the price is a little lower now. It has been for sale for a while now. Too bad about all of the rust, but honestly I don’t know what anybody could do with it. If you really want one of these you’re probably better off looking for a nicer one. Parts, maybe?
It might make sense as a beater you drive until it breaks, then junk it. It’s not a viable restoration project, it’s disposable transportation, but still probably needs another price drop to make it so.
Steve R
i’d say repair nicely and drive, as opposed to restoring.
none of that metal work is terribly complicated as long as you are not after restoration perfect.
I was in the car business a short 50 years– We had a very tall attractive young lady working for us. She said to me after seeing a Pacer— I will never ride in one those — everyone will be looking up my DRESS !!!!!
I was a AMC dealer 1979 and into 80s. A broker needed a Pacer, not just a Pacer a LOADED Wagon. I found a Loaded Black 304, All options including the WOOD! factory demo car at the Minneapolis Office. They would find a transport and delivered in about a week. My broker showed up and said — I found out they don’t even make them any more!! I know, but you own it!!
My dad bought one of the first Packers in Clinton, Iowa, in 1975. He ordered it specifically for his driving needs. Only options were a 3 in the tree manual with overdrive and bucket seats. I talked him into the bucket seats but he refused to pay extra to put the shifter on the floor. Hindsight is 20/20, I had a good paying job in 1975. I now would pay him whatever the cost would have been to put the floor shifter in the car. Oh well live and learn. Lol
For the Gremlin, AMC purchased some 2 litres, 4 cylinder Audi engines, you can install one of these smaller engines, if you find it, in the Pacer, or install a 2 litres engine from european Chrysler 2 litres, this car and the Chrysler 180 shared the Torqueflite automatic transmission in the AMC Pacer.
But for more fun, the Pacer is one of rare cars with hood space wide enough as to admit a Corvair 6-flat air cooled engine, you just need an aftermarket reverse turning camshaft and dizzy pinion, the YouTube video: ‘How to adapt any engine to any transmission’ is easy to follow, or even go to the Brave Way: Adapt a Mazda Wankel into the Pacer, you know Pacer was designed around the RCE GM never produced.
Any of the engines cited above for swap in a Pacer weights around 120 kg less than the indestructible and thirsty AMC 6 in line.
Blessings +