1975 AMC Pacer Tested: A fresh-faced novelty

From the June 1975 issue of Car and driver.

There’s an excitement-generating quality about American Motors’ new Pacer that harkens back to the days when we spent most of the fall lathering up over Detroit’s new cars as they rolled into showrooms one by one from our hometown. The Pacer is adorable, and you feel an instinctive urge to take him home, like a rubber duck, to put him in the bathtub to play. Detroit has finally delivered a car that people are into reacting.

The Pacer was supposedly designed from the inside out, the theory being that claustrophobic Americans who have so far resisted small cars with small interiors will go with a car that’s essentially an in-between with the ends chopped off. If early indications are to be believed, the theory is sound. The car seems destined to sell well, if for no other reason than that the buying public seems ready for a new approach to the engine. This is the Pacer. Considered an initial step in the right direction, the Pacer is as encouraging an offering as Detroit has produced in some time.

For once, a car ad campaign is telling the unvarnished truth: a grown man is perfectly comfortable in the driver’s seat or as a front-seat passenger. There’s plenty of legroom, and if it weren’t for the left knee resting against the window handle, things would leave a lot to be desired. The steering wheel is well placed and gives the driver just the right amount of elbow room; every control is not only within reach, but also visible and legible.

The big man himself can also survive in near-comfortable condition in the back seat. Average-sized people will find the back seat at least as comfortable and roomy as those found in the new “precision-sized” cars. Compared to the rear compartment of cars like the Chevy Monza and Ford Mustang II, the Pacer appears to have the proportions of a ballroom. Headroom is the only lacking dimension, but in light of its other advantages, the rear area remains a minor triumph.

The interior trim of the Pacer is attractive, if rather utilitarian, and consists mainly of molded plastic panels. The control panel sits well away from the seats, giving a boost to the already considerable spaciousness. The front seats are large, well-proportioned and robust; the back seats, like all back seats, are certainly not as comfortable, but they are more than serviceable, certainly an improvement over the average back seat in a small car. With an area of ​​the body that is almost a third glass, visibility is one of the strongest aspects of the car.

Given the Pacer’s innovative silhouette, it’s easy to conjure up visions of zipping through traffic like a family-sized Honda Civic. Unfortunately, this is not the case. Two engines are available in the Pacer, both inline sixes (232 and 258 cubic inches). If you’re asking for head-scratching acceleration, neither is equal to the task.

If, however, you are content to drive in a healthy and economical way, all is not lost. The Pacer will handle this kind of service with ease, even if it’s not spectacular. But it’s slow enough to make it all too obvious that the fun, the sheer enjoyment, its animated look promises just isn’t there. Certainly not with the larger engine and three-speed automatic built by Chrysler. With this powertrain, the Pacer took 20.4 seconds to cover the quarter mile, reaching a speed of just 65.8 mph.

The Pacer’s steering, handling and ride are traditionally American. The rack-and-pinion steering has been made part of the Pacer’s standard equipment, but has been damped to the point of numbness. The front cross member of the car is also damped and isolated from both the body and the engine to help reduce the noise level. If you’re concerned about ride quality, you’ll find the Pacer to be excellent. While there’s admitted isolation from the road, the feel isn’t at all like a full-size car with soft suspension, it’s like a good, well-sorted mid-size car.

The Pacer’s handling suffers a bit from its weight (3432 pounds) and high center of gravity, which contribute to the car’s pronounced understeer in low-speed cornering. The short wheelbase and wide track help, however, in high-speed maneuvers.

The Pacer’s braking could be improved, again due to the car’s high center of gravity and heaviness. There’s an alarming amount of dive under hard braking, giving you the impression that the front bumper is about to cave in and roll. The Pacer required 205 feet to stop at 70 mph. By comparison, a Mazda stops at 192 feet while the Mustang II, another middleweight, takes up 213 feet of pavement. The car seems primed for optimal full-load braking, which should be reconsidered given prevailing driving habits. With too much rear brake bias, the rear wheels tend to lock. More bias in the front discs would probably help.

Here’s what to consider if the Pacer’s personality appeals to you: You’re getting a car built largely from proven components; a car you can get in and out of without thinking; a car you can sit and watch with ease and enjoyment; a car that is pleasant to drive and offers reasonable economy. Of course, you won’t get amazing acceleration and sports car handling, but you will get a car with a new design that represents a new approach to American motoring. The small car for the person who doesn’t like small cars may finally be among us.