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The AMC Matador is a car model line that was manufactured and marketed by American Motors Corporation (AMC) across two generations, 1971–1973 (mid-size) and 1974–1978 (full-size), in two-door hardtop (first generation) and coupe (second generation) versions as well as in four-door sedan and station wagon body styles.

With its second generation, the Matador became AMC"s largest automobile after the Ambassador, which shared the same platform, was discontinued after the 1974 model year. Premium trim levels of the second generation Matador coupe were marketed as the Barcelona and Oleg Cassini (after the noted fashion designer) positioning the coupe in the personal luxury segment.

The 1971 Matador replaced the AMC Rebel, which had been marketed since 1967. With a facelift and a new name, the AMC Matadors were available as a two-door hardtop, four-door sedan, and station wagon body styles. The Matador shared a modified platform with the full-size Ambassador line. Although related directly to the previous Rebel models, AMC began promoting the Matador as more than a change in name with a slight facelift, to reposition the line in the highly competitive intermediate-car segment among consumers. The advertising campaign was built around the question "What"s a Matador?"

Factory-backed first-generation hardtops and second-generation coupes competed in NASCAR stock car racing from 1972 to 1975. Drivers included Mark Donohue and Bobby Allison winning several races including the 1975 Southern 500 at Darlington. The AMC Matador captured five first place wins.

The traditional muscle car market segment was sharply decreasing in 1971, with ever-higher insurance rates and ever-more power-robbing changes required on engines forced to operate on lower octane lead-free gasoline. Combined, it was enough to force AMC to discontinue its high-performance Rebel Machine model after just one year.model designation, for the 1971 Matador two-door hardtop.

The 1972 Matador was positioned as a "family car" and continued with few changes in sedan, two-door hardtop, and as a station wagon with two or three rows of seats.Chrysler-built TorqueFlite three-speed automatic that AMC marketed as "Torque-Command". The optional four-speed manual was discontinued. All engines were designed to use no lead, low octane gasoline and featured new rocker arms and bearings for quiet valve train operation.

The 1972 model year introduced AMC"s innovative "Buyer Protection Plan" to address increasing consumer demands.warranty. American Motors started with an emphasis on quality and durability by focusing on its component sourcing, improving production that included reducing the number of models, as well as mechanical upgrades and increasing the level of standard equipment.public relations along with greater customer satisfaction and loyalty. This "revolutionary" coverage was evaluated as successful by AMC dealers to bring buyers into the showroom, provide a sales tool that other brands did not offer, as well as the cars" quality resulted in improved ownership satisfaction.

A comparison of 1973 Matador owners conducted by Popular Mechanics indicated increased satisfaction and fewer problems than was the case with the owners of the essentially similar 1970 AMC Rebel three years earlier.

The intermediate-sized car market segment was growing to almost 20% of the total market by 1973, but the hardtop was the slowest-selling version in the Matador line, "in a segment where two-door hardtops were customarily the most popular (and profitable) models."Automobile Quarterly reviewed the 1973 cars and summarized that "AMC actually has a very strong product line, but public awareness of it seems so feeble as to be negligible. ... The Matador became a typical intermediate, an exact counterpart of the Satellite/Coronet or Torino/Montego", and ranked AMC"s car as a "good buy."

American Motors was facing many challenges in a dynamic marketplace. The strategy to redesign the Matador for the 1974 model year was an example of the changes that Gerald C. Meyers, vice president of product development, wanted for AMC"s mid-sized product range.

Changes for the 1975 model year were minor as AMC focused on the development and introduction of its innovative Pacer, but Matadors now included a standard "no maintenance" electronic ignition developed by Prestolite.catalytic converters that required the use of unleaded regular-grade fuel. New "unleaded fuel only" decals were placed by the fuel filler door and on the fuel gauge. Steel-belted radial tires became standard equipment on all Matadors.

For 1977 AMC introduced the Buyer Protection Plan II which extended the engine and drivetrain warranty from 12-months/12,000 miles to 24-months/24,000 miles.

The domestic automakers had begun the process and downsizing their models in response to changing market demands, but AMC continued its body design with the result that the six-cylinder Matador now weighed 168 lb (76 kg) more - along with having less interior room - than a new large-sized six-cylinder Pontiac.

The 1974 model year introduced an aerodynamically styled fastback coupe with pronounced "tunneled" headlight surrounds. The Matador coupe was the only all-new model in the popular mid-size car segment, specifically targeting the Chevrolet Chevelle Coupe, Ford Torino Coupe, and Plymouth Satellite Sebring. The coupe was designed under the direction of AMC"s vice president of styling, Dick Teague, with input from Mark Donohue, the famous race car driver. AMC"s styling department had greater freedom because of a decision to design the new Matador strictly as a coupe, without the constraints of attempting to have the sedan and station wagon versions fit the same body lines.Rambler American.gaiters concealing the retractable shock absorbers.

Many were amazed that AMC came up with the fast, stylish Matador, considering the automaker"s size and limited resources.AMC Pacer and was named "Best Styled Car of 1974" by the editors of Popular Mechanics survey indicated "luscious looks of Matador coupe swept most owners off their feet" with a "specific like" listed by 63.7% of them for "styling".

The 1974 coupe was also a milestone car for American Motors by being the six millionth automobile built by AMC since its formation from the merger of Nash and Hudson in 1954.

A special Oleg Cassini edition of the Matador coupe was available for the 1974 and 1975 model years. It positioned in the mid-sized personal luxury car market segment that was highly popular during the mid-1970s. The Cassini Matador was the latest in a series of designer cars marketed by AMC from a program launched in 1971 when AMC signed contracts with selected top names in the fashion world.Hornet and Pierre Cardin Javelin special designs, as well as the Levi"s package of the Gremlin and Hornet. American Motors had the famous American fashion designer develop an elegant luxury-oriented and haute couture design for the all-new Matador coupe.

Cassini was renowned in Hollywood and high-society for making elegant ready-to-wear dresses, including those worn by Jacqueline Kennedy.Dick Teague, the automaker"s vice president of styling, AMC wanted to target mid-size car buyers aged 25 to 35 and marketing studies showed that Cassini was a "fashion authority whose name was familiar in America" as his name was at the top of consumer recognition lists.

This was also the first time in AMC"s designer models where the fashion expert influenced both the interior and exterior details with the objective "for the entire car to emphasize a carefully wrought harmony of colors, trim and fabrics."vinyl roof also offered in a copper accent color. The exterior trim included striping, bodyside rub strips, custom wheel covers, and special "Oleg Cassini" crest badging."

The Cassini version generated publicity along with showroom traffic for AMC dealers and a total of 6,165 Cassinis were built during the 1974 model year with another 1,817 versions for 1975.

As it was AMC"s first entry into NASCAR since the Hudson Hornet of predecessor company Hudson, the company"s effort "raised eyebrows" for many NASCAR veterans because AMC was not known for cultivating a racing image.

Though the full-sized AMC Ambassador was also offered as a police car, the Matador would prove to be very popular. The largest user of Matador patrol cars was the Los Angeles Police Department (LAPD), primarily from 1972 to 1974. After extensive testing of the special police models offered by GM, Ford, and Chrysler, the LAPD chose the AMC Matador because they "out handled and outperformed all the other cars."Motorola Mocom 70 VHF radio, a Federal PA-20A Interceptor siren, and a "Hot Sheet Desk" with a Roster gooseneck lamp.Los Angeles Sheriffs Department, and the Los Angeles Fire Department.

While V8 power was down for many domestic sedans, AMC used a 401 cu in (6.6 L) V8 engine that out-powered most other police vehicles. Tests of the 1972 AMC Javelin pony car and Matador sedan equipped with the 401 V8s resulted in both running the quarter-mile dragstrip in the 14.7-second range.Plymouth Satellites.

During the 1970s, AMC Matador police cars would appear in many television shows and episodes featuring police car procedures. The vehicle itself was considered a character most famously in

As part of a significant product placement strategy, an AMC Matador coupe played a starring role in The Man with the Golden Gun, released in 1974.Francisco Scaramanga, and along with Nick Nack, they use the "flying" AMC Matador to kidnap Mary Goodnight.remote controlled model, built by John Stears, was used for the aerial sequences.

The "flying AMC Matador" was exhibited at auto shows, part of AMC"s marketing efforts for the aerodynamically designed coupe, as well as publicity exposure for the concept of unique flying machines.

Knock-down kits for right-hand drive models were shipped from AMC"s Kenosha, Wisconsin factory for assembly in AMI"s facilities in Port Melbourne, Victoria. AMI used the same paint codes for the Matadors as the Toyota and Triumph vehicles they also assembled. These paint codes did not correspond to the AMC paint codes and thus Australian Matador colors are unique.

Standard equipment included automatic transmission, power steering, power windows, locally fitted under dash air conditioning, and an AM radio, for both sedan and wagon models. The engine was AMC"s 360 cu in (5.9 L) V8, following its introduction in the 1970 Rebel.

Among the options were an exterior mounted sun visor, vinyl roof cover, tow hitch, and mud flaps. The cars were targeted at the top market segment and advertised as "the American luxury limousine made for Australians" and built for Australian conditions.

Interior door panels were locally made in the style of the U.S model but with cutouts to accommodate the right-hand drive positioning of the power window controls (from the U.S AMC Ambassador), and the rear door panels came standard with ashtrays.

Changes for the year included the introduction of white instrument dials (in use on the U.S models since 1972) now displaying kilometers per hour (km/h.) The horn pad and steering wheel of the U.S 1973 Matador (without "bullseye" logo) were replaced with the slightly smaller steering wheel and interchangeable horn pad of the AMC Hornet (with the "AMC" logo in the center.)two-point sash belts. The locally-made, split-bench front seat and rear seat from the 1973 model carried over, as did the locally-made door panels copied from the U.S 1971 model.

Externally it was identical to the U.S 1974 model, even using the U.S stainless steel, full-size hub caps in use by AMC since 1972, but for the first time in Australia.

All Australian second-generation Matadors continued to be powered with the AMC 360 V8 engine with automatic transmission, as with the first-generation Australian-built Matadors. From about June 1976, AMI fitted the Matador sedans with a "Heavy Duty Fleet Engine." As explained in Rambler Automotive Technical Service sheet #157, dated November 1976, the engines came with a four-barrel carburetor and electronic ignition. There were no other engine or transmission options.

Aficionados from The AMC and Rambler Club of Australia (Victoria) and The Hudson-AMC Car Club of Australia (New South Wales) have determined that in actual fact 320 Matador sedans, and 60 Matador wagons were built by AMI in Australia between December 1975 and December 1976. The reason for the misreporting has been attributed to new Matadors having been registered as "Other" instead of "Rambler" at the time of first registration.

A fully imported AMC Matador X Coupe was presented at the Melbourne International Motor Show in 1974 to gauge interest. The evaluation car was converted from left-hand-drive to right-hand-drive by an outside company for the show. AMI dealers announced that there would only be 80 assembled for the Australian market. One media outlet reporting on the show stated that "As an indication that U.S cars are now very passe, most showgoers drifted by with hardly a glance for the car, preferring to paw over the bread-and-butter Toyota range." Other media reports were more positive, stating that they expected the model to sell out quickly.

In 1974 a new local vehicle manufacturer, Motorizada de Costa Rica, purchased the rights of Rambler distributorship from Purdy Motor. Motorizada continued to assemble AMC and Jeep vehicles as well as other brands until 1978. Motorizada was liquidated in 1979 allegedly for not paying taxes thereby ending the AMC brand in Costa Rica.

As with other export markets, the Matador was marketed in Costa Rica under the Rambler marque even after the marque was retired by AMC in its home market after 1969.

Continuing the concept of VAM"s version of the AMC Rebel, the Mexican Matadors were only available as a single trim level and in four-door sedan and two-door hardtop forms in their initial year. The hardtop retained the Rambler Classic SST name while the four-door sedan changed from Rambler Classic 770 to Rambler Classic DPL.

For 1972, all VAM cars received the same revisions and improvements as the AMC-built models. The Classic line saw upgrades in the replacement of the 252 cu in (4.1 L) six in favor of the 282 cu in (4.6 L) with gross 200 bhp (149 kW; 203 PS) at 4,400 rpm with Carter ABD two-barrel carburetor, 9.5 compression ratio, and 266-degree camshaft. Power brakes with front disks became standard equipment regardless of transmission, a Chrysler A998 three-speed automatic transmission in place of the older Borg-Warner automatics, heavy-duty suspension with front sway bar, improved heater with revised controls placed to the right of the steering column, and new two-round-pod instrument cluster. New wheel cover and grille designs were noticeable on the exterior, while seat patterns and side panels were also updated.

The VAM Classic Brougham is the closest Mexican equivalent to AMC models Rebel Machine and Go Package-equipped Matador sold in the U.S. and Canada and is probably the most collectible Matador/Rebel model produced in Mexico.

The generational change that AMC Matadors received for 1974 in the United States was also introduced in Mexico. This meant a new front-end design with the "coffin nose" elongated central portion and single headlights, new horizontal tail light designs, and rear license plate mount located on the rear panel instead of the bumper as well as a new dashboard with squared dials and full length padded surface. With these novelties also came new bumper designs characterized by the five-mile-per-hour impact absorption system. This meant the only case (alongside the Pacer) of a VAM car incorporating this safety measure, which was not mandated by the Mexican government; making VAM Classics exceed the safety regulations of its time. Sedan units ordered with the automatic transmission regularly also included the power steering system and a heater at no extra cost. The beginning of automotive engine emission certification in Mexico affected the 282 cu in (4.6 L) six, which changed to a lower 8.5:1 compression ratio.

The biggest news of the year was the arrival of a new two-door model, AMC"s Matador coupe. Unlike all previous (Matador and Rebel) models, it was available in two different trim levels; the sporty Classic AMX equivalent to the AMC Matador X model and the luxury Classic Brougham equivalent to the AMC Matador Brougham coupe model.

Both coupe models obtained new interior door panels with AMC"s full-length X-model side armrests; the panels of the sports version also carried an etched "AMX" emblem over the vinyl near the top front corner of the door. The Classic AMX also featured AMC"s X-model floor-mounted shifter design.

All three versions shared the upgrades of electronic ignition, a vacuum gauge in place of the electric clock, a 282 cu in (4.6 L) I6 with a lower 7.7:1 compression ratio, and Holley 2300 two-barrel carburetor. The rear differential gear ratio was changed to 3.31:1 for both transmissions. A major update was present at the front of the engine. The positions of the steering pump and the alternator were reversed, the former now being placed at the intakes" side and the latter at the distributor"s one. This also meant a new water pump model for the 282 six.

Additional changes were incorporated for the 1976 model year. The Classic DPL and Brougham featured a new design for wheel covers. Both coupe models obtained a new grille design divided into two portions with squared parking lights. The Classic AMX had a new and more discreet side decal covering only the front fenders. It started near the A-pillar running to the top of the side marker light in two tones, with a painted "AMX" emblem on it. The loss of the rear portion of the side decal meant a new metal "AMX" emblem on the right trunk lid corner. Unlike previous years, the 1976 Classic AMX had a more blurred line between a sporty model and a luxury one. The side panel designs and seats looked luxurious instead of sporty, several units had wheel covers as standard instead of the trim rings and regular hubcaps, some units also had the clock instead of the vacuum gauge. What made them sporty was mostly reduced to the side armrests, steering wheel, the individual seat configuration, floor-mounted shifter, and a center console. All three versions shared a new 160 km/h speedometer, tinted windshield, and seat designs that were based on AMC"s Oleg Cassini units for the Matador coupes. These were color-keyed with the rest of the interior and shared by all three versions instead of just the Brougham coupe as under AMC. The most unusual ones were those of the AMX as they were individual and included adjustable headrests with integrated Cassini crests and reclining mechanisms (for the first time in VAM cars since 1972). The Classic DPL sported a fixed front bench seat while the Classic Brougham held a split folding-back bench. This model (as well as the 1976 VAM Pacer) is the only case of a VAM car that came close to the various U.S. AMC designer cars. This interior design was not an optional package, but a standard factory feature. The copper accents (except for the buttons) and the exterior trim of the AMC Oleg Cassini models were not used in the VAM Classics (and Pacers). Meaning the Mexican Cassini package was mostly focused on seat and side panel designs (interior only).

Although AMC"s Brampton Assembly Plant in Ontario, Canada had been building Rambler and AMC vehicles since 1962, including the Ambassador (until 1968) and Rebel, the plant did not build the almost-identical Matador which replaced the Rebel, despite also building AMC"s Hornet, Gremlin, and later Concord and Jeep through the 1970s. Canadian-market Matadors were instead built at Kenosha and exported to Canada from the United States.

Rambler and AMC vehicles were imported from Kenosha into Finland by two major Finnish companies from the 1950s until the late 1960s after which Wihuri Group, a large multi-sector family business, took over import operations using its shipping operation, Autola Oy which Wihuri had brought in 1954. First and second-generation Matadors were imported along with Hornet and Javelin. As with all AMC export markets the models were marketed as "Rambler" in Finland. Imports of the Matador continued until 1975.

Unlike the Knock-down kits used for Australian assembly which continued to use the RHD version of the 1967 Ambassador dash, cluster, and Weather Eye (albeit to the right of the cluster for the second generation models), U.K. second-generation Matadors were factory-built with the temperature controls of the US-versions (positioned underneath and to the left of the instrument dials.) U.K. models also received a locally built and fitted "walnut burr" fascia that replaced the AMC black plastic cluster surround, as had been the practice for previous U.K.-market Rebels and Ambassadors.

Lacking the financial resources for a full redesign, AMC dropped the large Ambassador after 1974, while the Matador was discontinued after 1978, around the same time as Ford moved their full-size nameplates to a smaller platform. The downsized 1977 Chevrolet Impala also spelled doom for large intermediates from AMC and Chrysler. American Motors responded to the declining demand for large cars by introducing a new nameplate in 1978, the AMC Concord. The Concord was an upmarket restyling and positioning of the compact AMC Hornet that had the same 108-inch (2,743 mm) wheelbase as the redesigned intermediate 1978 Chevrolet Malibu. It was presented as combining an "easy-to-handle size with a roomy sumptuous interior" and in contrast to the Matador coupe, the "overall styling was pleasant ... would not offend anyone"

American Motors did not have another large car until the Eagle Premier that was developed with Renault"s partnership and introduced to the marketplace following the purchase of AMC by Chrysler in 1987.

In 2014, Hagerty collector insurance listed the Adam 12 AMC Matador as their number one "favorite full-size, rear-wheel-drive American cop cars from 60 years of the best cop shows."

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Drilling mud, also called drilling fluid, aids in the process of drilling a borehole into the earth. Such holes are drilled for oil and gas extraction, core sampling, and other purposes.

Drilling mud is used to lubricate the drill bit and transport drill cuttings to the surface. Drill cuttings are broken bits of solid material that are produced as the drill bit breaks the rock. As it circulates up from the drill bit, the drilling mud carries drill cuttings up to the surface, where the mud and the cuttings are separated.

Drilling muds have been used to improve drilling operations for much of modern history. Water was used to soften surface material and to remove clippings when groundwater wells were drilled. Contemporary drilling operations are more sophisticated and wells can reach miles below the surface in order to access oil and natural gas deposits.

There are now are three main types of drilling mud: water-based, oil-based, and synthetic-based. The synthetic-based muds are more frequently used because they have less environmental impact and are quicker to biodegrade than water- and oil-based fluids.

Throughout the drilling process, drilling mud is recirculated, which helps decrease waste by reusing as much mud as possible. When the drilling process is finished, the drilling waste must be disposed of in some way. The U.S. Environmental Protection Agency classifies drilling muds as special waste, meaning that they are exempt from many federal regulations. As a result, laws concerning the disposal of drilling muds vary by state.

California, for example, has some strict regulations regarding drilling mud. Pit burial is a very common technique, in which the waste is placed in a manmade or natural excavation. However, burial is not a good method for waste that contains high concentrations of oil and industrial chemicals. The waste can easily contaminate soil and groundwater when the hydrocarbons and other chemicals leach into the earth, and polluted groundwater can take years or even decades to dissipate and often spreads to other areas. Most water-based muds are simply disposed of after the drilling job is completed, but many oil- and synthetic-based muds can be recycled.

Drill cuttings can also be recycled and reused after the hydrocarbons are removed. Recovering drill cuttings and drilling muds is often practical and cost-effective and is an environmentally sustainable process. The most efficient and successful way to remove volatile contaminants from muds and cuttings is thermal desorption. Indirect rotary kilns are ideal for recovering drill cuttings and drilling muds.

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