Let's try to correct the myths, assumptions, and rumors about these AMX/3 cars. Input welcome!
- The AMX/K project wasn't separate. The AMX/K project was/is the AMX/3 project. It was called "AMX K" first, then the car was presented as the AMX/3.
- The AMX/3 did not copy the Pantera. If anything it was the other way around. The AMX/3 was designed in 1967 by AMC in Detroit under the AMX/K project, 1-2 years before the Pantera was designed in 1969 by the Italian design firm Ghia by designer Tom Tjaarda for De Tomaso. AMC sent the AMX/3 design to their Italian teams in 1968, long before Tom Tjaarda and Ghia started the Pantera for De Tomaso to replace the Mangusta.
- The AMX/2 was not a separate project that came before the AMX/3. The AMX/2 was developed UNDER the AMX/K-AMX/3 project and the AMX/K project was already fully developed when the AMX/2 was first formed in clay. The AMX/2 was a "teaser"side project developed to create public interest and publicity for a mid-engine sportscar without giving away the actual design shape of the AMX/3.
- The AMX/3 cars were not produced by AMC. They are hand built, one at a time, Italian Supercars built by Salvatore Diomante and engineered by Giotto Bizzarrini with development from Giorgetto Giugiaro of ItalDesign with assistance from Polytechnic University and further component development and car testing from BMW. They were never going to be produced at AMC or built in Kenosha. Initially Karmman in Germany was to produce the cars but their cost was too high, productions estimates were greatly reduced and Diomante produced the existing seven cars and nine chassis.
- There wasn't 5 cars completed, then 5 more ordered. While the first 5 were being made an order for 5 more was placed making the order for 10 consecutive, original cars. 9 chassis were completed (all still exist) before the project funding was canceled by AMC.
- Going by the date the cars were "completed", Car #1 is a 1969, Cars #2, #3 and #5 are 1970 and Cars #4 & #6 are 1971. Since chassis 7, 8 and 9 were constructed in mid 1970, they are referred to as 1971 models except the Varedo which was considered a 1972 prototype. Anything constructed after August 1st is considered the next model year car.
- Car #1 was imported last to the US, not first. Car #1 was engineered and built in Italy and there was no english to metric conversion issues; this is all myth and all wrong (or from very early reports, most likely in 1968). It is reported the the #1 chassis did distort some during road and/or bench testing by BMW. I assume Diomate repaired or corrected this since he retained the car late into 1972 or 1973. It is also possible, initially there were problems with #1 but all corrected by the time it was delivered then finished at BMW: Reported that Hal Siegel of AMC handed the initial job of creating the first prototype body to Sergio Coggiola of Carrozzeria Coggiola in Torino. Coggiola backed out and left the first body unfinished so Siegel turned the job over to Bizzarrini and Diomante (confirmation from another source is needed). If there was metric to english issues, it would have been with Sergio Coggiola, long before Bizzarrini and Diomante took over. Bizzarrini engineered the car in metric.
- All nine AMX/3 chassis were built in sequential order during the same time frame by Diomante. Car #5 appears to have been built before the Werden Car#4, but most likely #5 was constructed after or the same time as #4 from leftover parts from the development of cars #2 & #3. Car #2 (Monza/BMW) was finished second and was NOT finished fourth.
- The Monza/BMW test car #2 was mistakenly called the #4 car by Kirtland. I assume Silvey mixed up the numbers 2 & 4 from when Werden & Demichieli initially bought both cars, so Silvey, Cohen and Kirtland all referred to #2 as #4 by mistake. It is also possible Demichieli mixed up the car numbers by mistake, although not as likely.
- Car #7 is not different; it is the same as Car #6 and very similar to #4 and #1 and the '70 fiberglass pushmobile. All seven cars include AMC design changes only and are just as real as any of the seven AMX/3 cars. The only difference being that Car #7 was completed after the project completely ended.
- Sciabola are not different and they didn't come later; they never happened. All the AMX/3 cars are as the designed evolved by AMC. Sciabola was only marketing. Per Bizzarrini: "AMC would take ten at $6000 each and leave me another 20 to sell. My idea was to use the name Sciabola Bizzarrini, but my company’s bankruptcy was too fresh in my mind. I just didn’t have the courage to proceed." The 1976 Sciabola brochures and appearance at the Turin show were per Bizzarrini "Exhibited to make known the changes of OTO-MELARA". "Existing for several years at the time of display, the car is built to order, and made entirely by hand: it is expected to cost at least $23,800" but none were either made or sold as a result.
- The Italian businessman (Diomante) and/or Bizzarrini did not cut up the unused AMX/3 chassis/bodies/cars (and Diomante is a career master car builder, not businessman). Nothing anywhere near completed was never cut up or destroyed and nothing of any value was ever thrown away. As far as I can tell Salvador Diomante kept EVERYTHING! Only cars #3 and mostly #2 were finished during the AMC project. Car #4 was finished and #6 was built with a hope Bizzarrini & Diomante would fund the project with AMC commiting to 10 cars and Bizzarrini & Diomante marketing 20 as Sciabola. Car #7 chassis was constructed during the original order of 10 cars (5 + 5) as were all nine chassis but car #7 was completed later by Giordannengo with the assistance of Diomante and Bizzarrini using the original parts saved by Diomante. Bizzarrini & Diomante used AMX/3 chassis #8 for the '72 Varedo Varedo so it's sheet metal was removed for the plastic Varedo body designed by Ercole Spada (and perhaps this sheet metal was used on #7?). Chassis #9 is the AMX/3 Spider.
- Vignale had absolutely nothing to do with any AMX/3 or the AMX/K-AMX/3 project in any way. False, incorrect assumption since Vignale did do the 1966 AMX prototype.
- Only Car #3 was "finished" and imported before the fully funded project was canceled by AMC in July 1970. This is why the #3 car has an AMC VIN tag in Italian and not Autocostruzioni SD chassis numbers like cars #2 and #4. Car #1 was never intended to be finished therefore had no chassis or VIN number assigned.
- All nine Chassis were all built during the same time frame, in succession. Chassis #1 was the prototype and chassis #2 was the improved design used on #3 thru #9.
- Car #1 and most likely #5 was imported in 1973 by Teague at AMC to presumably use for design, color, and shape testing, etc on the 1974 Matador Coupe design. Once that testing was complete, it was sold to Scotty Dawkins. Most of the parts, systems and drive train were stripped from car #1 before it was imported, presumably used to finish cars (4 or 6 and 7). I assume Teague imported everything he could save in 1973 before or during when Diomante relocated his business location. See the timeline page.
- Car #2 was the development prototype "test mule" (not #4). It was not finished to show quaility or to sell or display like car #3. The engine was blown during testing and Car #2 was repaired and interior finished after the car was imported to the US, long after the project was canceled by AMC. Car #2 is chassis WTDO 363 2/55/55.
- These cars were not produced by Bizzarrini S.p.A. in the Bizzarrini factory. The cars were largely engineered by Bizzarrini, but built initially by AutoOfficina SD then primarily constructed and finished by Salvatore Diomante and his company, Autocostruzioni SD. See timeline for details.
- Car #4 was finished after the project main funding was canceled by AMC, but during the time when AMC offered to supply parts and drivetrains for 30 cars and committed to import 10 cars in exchange for Bizzarrini to finance the construction and market the remaining cars himself. This is why the #4 car was finished and shown at the Turin Auto Show in late 1970, in an attempt for Bizzarrini to drum up business for the AMC AMX/3 and also potentially rebadged as Bizzarrini Sciabola. With AMC hurting for cash, perhaps this is why AMC sent a lower cost 360ci engine for #4 and #6 or perhaps AMC wanted to save the '71 401 for their AMX/3 branded cars and use the 360 on the Sciabola, but we'll never know since no Sciabola were ever built.
- Car #4 and #6 and #7 are just as much or more of a real AMX/3 than cars #1,#2,#3,#5. Although #7 was completed later by Giordanengo it was part of the original order of 10 cars by AMC, built at the same time by the same people, therefore it too is just as "real" as cars #3 and #5. Bizzarrini and Diomante did help Giordanengo finish Car #7 and contrary to other reports, the body of #7 seems identical to #6 and more similar to #4 and #1 than it is to #2, #3 and #5.
- Car #6 was built in mid 1970. I assume it was completely finished in '71 in hoping the AMX/3 project would continue as Sciabola since AMC sold the #2 and #4 cars for cash in March 71. Bizzarrini and Diomante needed another Sciabola AMX/3 in case any sale happend in 71. It was definately to show-ready condition for the 1976 Turin Car Show as a marketing tool in an attempt to help OTO Melara to sell product and perhaps 4MXPD transaxles.
- Car #6 does not have "retractable wipers" but I believe the correct wording is "partially hidden or recessed wipers". I don't think there is any mechanics to retract them but someone correct me please if I am wrong. Cars 4, 6 and 7 all have this raised cowl hood area to hide the wipers. Photo dated 6/25/70 shows the Teague design center working on the raised cowling.
- Car #7 (and chassis #9) appear to be gone from the Diomante shop in 1971 leading me to believe Giordanengo had already purchased them, perhaps Bizzarrini and Diomante had begun and AMX Spider in '71 before selling to Giordanengo.
- Car #7 has been reported to have various engines but from the documentaion at Autoworld and photos but I believe this is incorrect. Only the AMX/3 Spider had a different engine when built by Bizzarrini and then sold to Giordanengo. I believe Car #7 always had the AMC 390. The Spider is also listed as the AMC 390.
- Chassis #8 must have been slated for use by Bizzarrini and Diomante in late 1971 for the 1972 Rivolta Varedo for it to be completed in time for the '72 Turin show.
- Apparently there never was a 10th chassis or car made completed. Only 9 chassis survive and 7 complete AMX/3 cars exist.
- Be very careful reading Automobile Quarterly Q3 2001. Although there is tremendous information, there are tremendous errors in the article. The amount and severity of errors is obscene. I think the author Michael Lamm took reports from Tom Tjaarda who interviewed Bizzarrini and Diomante, but I don't think the discussions were translated properly or the accuracy and validity of details were confirmed before reporting alleged quotes . Lamm seems to have reported errors on top of errors. A lot of this article is reporting mistakes, improper guesses and inaccurately reporting from previous articles from the 80's. Automobile Quarterly Q3 2001 is largely responsible for ALL INCORRECT and MISINFORMATION on these cars from 2001 until today! Do not trust anything here. Find multiple direct sources (not quote from this publication) then plug it into the timeline to see if it is possible.
- The Automobile Quarterly Q1 1981 article is more accurate with lots of direct quotes from Teague. Good information here.
- The AMX/3 did not copy the Pantera. If anything it was the other way around. The AMX/3 was designed in 1967 by AMC in Detroit under the AMX/K project, 1-2 years before the Pantera was designed in 1969 by the Italian design firm Ghia by designer Tom Tjaarda for De Tomaso. AMC sent the AMX/3 design to their Italian teams in 1968, long before Tom Tjaarda and Ghia started the Pantera for De Tomaso to replace the Mangusta.
- The AMX/2 was not a separate project that came before the AMX/3. The AMX/2 was developed UNDER the AMX/K-AMX/3 project and the AMX/K project was already fully developed when the AMX/2 was first formed in clay. The AMX/2 was a "teaser"side project developed to create public interest and publicity for a mid-engine sportscar without giving away the actual design shape of the AMX/3.
- The AMX/3 cars were not produced by AMC. They are hand built, one at a time, Italian Supercars built by Salvatore Diomante and engineered by Giotto Bizzarrini with development from Giorgetto Giugiaro of ItalDesign with assistance from Polytechnic University and further component development and car testing from BMW. They were never going to be produced at AMC or built in Kenosha. Initially Karmman in Germany was to produce the cars but their cost was too high, productions estimates were greatly reduced and Diomante produced the existing seven cars and nine chassis.
- There wasn't 5 cars completed, then 5 more ordered. While the first 5 were being made an order for 5 more was placed making the order for 10 consecutive, original cars. 9 chassis were completed (all still exist) before the project funding was canceled by AMC.
- Going by the date the cars were "completed", Car #1 is a 1969, Cars #2, #3 and #5 are 1970 and Cars #4 & #6 are 1971. Since chassis 7, 8 and 9 were constructed in mid 1970, they are referred to as 1971 models except the Varedo which was considered a 1972 prototype. Anything constructed after August 1st is considered the next model year car.
- Car #1 was imported last to the US, not first. Car #1 was engineered and built in Italy and there was no english to metric conversion issues; this is all myth and all wrong (or from very early reports, most likely in 1968). It is reported the the #1 chassis did distort some during road and/or bench testing by BMW. I assume Diomate repaired or corrected this since he retained the car late into 1972 or 1973. It is also possible, initially there were problems with #1 but all corrected by the time it was delivered then finished at BMW: Reported that Hal Siegel of AMC handed the initial job of creating the first prototype body to Sergio Coggiola of Carrozzeria Coggiola in Torino. Coggiola backed out and left the first body unfinished so Siegel turned the job over to Bizzarrini and Diomante (confirmation from another source is needed). If there was metric to english issues, it would have been with Sergio Coggiola, long before Bizzarrini and Diomante took over. Bizzarrini engineered the car in metric.
- All nine AMX/3 chassis were built in sequential order during the same time frame by Diomante. Car #5 appears to have been built before the Werden Car#4, but most likely #5 was constructed after or the same time as #4 from leftover parts from the development of cars #2 & #3. Car #2 (Monza/BMW) was finished second and was NOT finished fourth.
- The Monza/BMW test car #2 was mistakenly called the #4 car by Kirtland. I assume Silvey mixed up the numbers 2 & 4 from when Werden & Demichieli initially bought both cars, so Silvey, Cohen and Kirtland all referred to #2 as #4 by mistake. It is also possible Demichieli mixed up the car numbers by mistake, although not as likely.
- Car #7 is not different; it is the same as Car #6 and very similar to #4 and #1 and the '70 fiberglass pushmobile. All seven cars include AMC design changes only and are just as real as any of the seven AMX/3 cars. The only difference being that Car #7 was completed after the project completely ended.
- Sciabola are not different and they didn't come later; they never happened. All the AMX/3 cars are as the designed evolved by AMC. Sciabola was only marketing. Per Bizzarrini: "AMC would take ten at $6000 each and leave me another 20 to sell. My idea was to use the name Sciabola Bizzarrini, but my company’s bankruptcy was too fresh in my mind. I just didn’t have the courage to proceed." The 1976 Sciabola brochures and appearance at the Turin show were per Bizzarrini "Exhibited to make known the changes of OTO-MELARA". "Existing for several years at the time of display, the car is built to order, and made entirely by hand: it is expected to cost at least $23,800" but none were either made or sold as a result.
- The Italian businessman (Diomante) and/or Bizzarrini did not cut up the unused AMX/3 chassis/bodies/cars (and Diomante is a career master car builder, not businessman). Nothing anywhere near completed was never cut up or destroyed and nothing of any value was ever thrown away. As far as I can tell Salvador Diomante kept EVERYTHING! Only cars #3 and mostly #2 were finished during the AMC project. Car #4 was finished and #6 was built with a hope Bizzarrini & Diomante would fund the project with AMC commiting to 10 cars and Bizzarrini & Diomante marketing 20 as Sciabola. Car #7 chassis was constructed during the original order of 10 cars (5 + 5) as were all nine chassis but car #7 was completed later by Giordannengo with the assistance of Diomante and Bizzarrini using the original parts saved by Diomante. Bizzarrini & Diomante used AMX/3 chassis #8 for the '72 Varedo Varedo so it's sheet metal was removed for the plastic Varedo body designed by Ercole Spada (and perhaps this sheet metal was used on #7?). Chassis #9 is the AMX/3 Spider.
- Vignale had absolutely nothing to do with any AMX/3 or the AMX/K-AMX/3 project in any way. False, incorrect assumption since Vignale did do the 1966 AMX prototype.
- Only Car #3 was "finished" and imported before the fully funded project was canceled by AMC in July 1970. This is why the #3 car has an AMC VIN tag in Italian and not Autocostruzioni SD chassis numbers like cars #2 and #4. Car #1 was never intended to be finished therefore had no chassis or VIN number assigned.
- All nine Chassis were all built during the same time frame, in succession. Chassis #1 was the prototype and chassis #2 was the improved design used on #3 thru #9.
- Car #1 and most likely #5 was imported in 1973 by Teague at AMC to presumably use for design, color, and shape testing, etc on the 1974 Matador Coupe design. Once that testing was complete, it was sold to Scotty Dawkins. Most of the parts, systems and drive train were stripped from car #1 before it was imported, presumably used to finish cars (4 or 6 and 7). I assume Teague imported everything he could save in 1973 before or during when Diomante relocated his business location. See the timeline page.
- Car #2 was the development prototype "test mule" (not #4). It was not finished to show quaility or to sell or display like car #3. The engine was blown during testing and Car #2 was repaired and interior finished after the car was imported to the US, long after the project was canceled by AMC. Car #2 is chassis WTDO 363 2/55/55.
- These cars were not produced by Bizzarrini S.p.A. in the Bizzarrini factory. The cars were largely engineered by Bizzarrini, but built initially by AutoOfficina SD then primarily constructed and finished by Salvatore Diomante and his company, Autocostruzioni SD. See timeline for details.
- Car #4 was finished after the project main funding was canceled by AMC, but during the time when AMC offered to supply parts and drivetrains for 30 cars and committed to import 10 cars in exchange for Bizzarrini to finance the construction and market the remaining cars himself. This is why the #4 car was finished and shown at the Turin Auto Show in late 1970, in an attempt for Bizzarrini to drum up business for the AMC AMX/3 and also potentially rebadged as Bizzarrini Sciabola. With AMC hurting for cash, perhaps this is why AMC sent a lower cost 360ci engine for #4 and #6 or perhaps AMC wanted to save the '71 401 for their AMX/3 branded cars and use the 360 on the Sciabola, but we'll never know since no Sciabola were ever built.
- Car #4 and #6 and #7 are just as much or more of a real AMX/3 than cars #1,#2,#3,#5. Although #7 was completed later by Giordanengo it was part of the original order of 10 cars by AMC, built at the same time by the same people, therefore it too is just as "real" as cars #3 and #5. Bizzarrini and Diomante did help Giordanengo finish Car #7 and contrary to other reports, the body of #7 seems identical to #6 and more similar to #4 and #1 than it is to #2, #3 and #5.
- Car #6 was built in mid 1970. I assume it was completely finished in '71 in hoping the AMX/3 project would continue as Sciabola since AMC sold the #2 and #4 cars for cash in March 71. Bizzarrini and Diomante needed another Sciabola AMX/3 in case any sale happend in 71. It was definately to show-ready condition for the 1976 Turin Car Show as a marketing tool in an attempt to help OTO Melara to sell product and perhaps 4MXPD transaxles.
- Car #6 does not have "retractable wipers" but I believe the correct wording is "partially hidden or recessed wipers". I don't think there is any mechanics to retract them but someone correct me please if I am wrong. Cars 4, 6 and 7 all have this raised cowl hood area to hide the wipers. Photo dated 6/25/70 shows the Teague design center working on the raised cowling.
- Car #7 (and chassis #9) appear to be gone from the Diomante shop in 1971 leading me to believe Giordanengo had already purchased them, perhaps Bizzarrini and Diomante had begun and AMX Spider in '71 before selling to Giordanengo.
- Car #7 has been reported to have various engines but from the documentaion at Autoworld and photos but I believe this is incorrect. Only the AMX/3 Spider had a different engine when built by Bizzarrini and then sold to Giordanengo. I believe Car #7 always had the AMC 390. The Spider is also listed as the AMC 390.
- Chassis #8 must have been slated for use by Bizzarrini and Diomante in late 1971 for the 1972 Rivolta Varedo for it to be completed in time for the '72 Turin show.
- Apparently there never was a 10th chassis or car made completed. Only 9 chassis survive and 7 complete AMX/3 cars exist.
- Be very careful reading Automobile Quarterly Q3 2001. Although there is tremendous information, there are tremendous errors in the article. The amount and severity of errors is obscene. I think the author Michael Lamm took reports from Tom Tjaarda who interviewed Bizzarrini and Diomante, but I don't think the discussions were translated properly or the accuracy and validity of details were confirmed before reporting alleged quotes . Lamm seems to have reported errors on top of errors. A lot of this article is reporting mistakes, improper guesses and inaccurately reporting from previous articles from the 80's. Automobile Quarterly Q3 2001 is largely responsible for ALL INCORRECT and MISINFORMATION on these cars from 2001 until today! Do not trust anything here. Find multiple direct sources (not quote from this publication) then plug it into the timeline to see if it is possible.
- The Automobile Quarterly Q1 1981 article is more accurate with lots of direct quotes from Teague. Good information here.