Nash Motors - WikiHQ

thumb|Share of the Nash Motors Company, issued 2 June 1919

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’ (General Motors, Ford, and Chrysler) 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.

Innovations by Nash included the introduction of an automobile heating and ventilation system in 1938 that is still used today, unibody construction in 1941, seat belts in 1950, a U.S.-built compact car in 1950, and an early muscle car in 1957.

History

thumb|right|1917 Nash Fire Truck Model 3017

thumb|right|1922 Nash Roadster Model 42

thumb|right|1925 Nash

thumb|right|1929 Nash 400

thumb|right|Nash Special Six Series 430 Coupé 1929

thumb|right|Nash Standard Six Series 422 Convertible Coupé 1929

thumb|1936 Nash 400 de Luxe

Nash Motors was founded in 1916 by former General Motors president Charles W. Nash, who acquired the Thomas B. Jeffery Company. Jeffery's best-known automobile was the Rambler whose mass production from a plant in Kenosha began in 1902.

The 1917 Nash Model 671 was the first vehicle produced to bear the name of the new company's founder. Sales for 1918 were 10,283 units. More models were added in 1919, and sales rose to 27,081.

Number of motor vehicles produced by Nash Motors:

{|class="wikitable" style="text-align:right"

! Year

! Production

| 1917

|12,179

| 1918

|21,019

| 1919

|29,841

| 1920

|40,984

| 1921

|20,841

| 1922

|40,458

| 1923

|56,569

| 1924

|53,135

| 1925

|93,397

| 1926

| 137,376

| 1948

| 118,621

| 1949

| 142,592

| 1950

| 167,869

| 1951

| 101,438

| 1952

| 99,086

| 1953

| 93,504

| 1954

| 29,371

| production under AMC

| 1955

| 51,315

| ↑

| 1956

| 17,841

| ↑

| 1957

| 3,561

| ↑

The decades of success enjoyed by Nash were said to be due to its focus on building cars "embodying honest worth [at] a price level which held out possibilities of a very wide market."

The four-wheel drive Jeffery Quad truck became an important product for Nash. Approximately 11,500 Quads were built between 1913 and 1919. They served to move material during World War I under severe conditions. The Quad used Mehul differentials with half-shafts mounted above the load-bearing dead axles to drive the hubs through hub-reduction gearing. In addition, it featured four-wheel steering. The Quad achieved the reputation of being the best four-wheel drive truck produced in the country. The newly formed Nash Motors became the largest producer of four-wheel drives. By 1918, capacity constraints at Nash meant the Paige-Detroit Motor Car Company began to assemble the Nash Quad under license and Nash patents. Nash became the leading producer of military trucks by the end of World War I. After the War ended, surplus Quads were used as heavy work trucks in fields such as construction and logging.

Charles Nash convinced the chief engineer of GM's Oakland Division, Finnish-born Nils Erik Wahlberg, to move to Nash's new company. The first Nash engine introduced in 1917 by Wahlberg had overhead valves, The process also helped to reduce humidity and equalize the slight pressure differential between the outside and inside of a moving vehicle.

Another unique feature of Nash cars was the unequal wheel tracks. The front wheels were set slightly narrower than the rear, thus adding stability and improving cornering. Wahlberg was also an early proponent of wind tunnel testing for vehicles and, during World War II, worked with Theodore (Ted) Ulrich in the development of Nash's radically styled Airflyte models.

Nash's slogan from the late 1920s and 1930s was "Give the customer more than he has paid for," and the cars lived up to it. Innovations included a straight-eight engine with overhead valves, twin spark plugs, and nine crankshaft bearings in 1930. The 1932 Ambassador Eight had synchromesh transmissions and free wheeling, automatic centralized chassis lubrication, a worm-drive rear end, and its suspension was adjustable inside the car. A longtime proponent of automotive safety, Nash was among the early mid- and low-priced cars that offered four-wheel brakes.

The Nash was a success among consumers, which meant for the company, "selling for a long time has been 100% a production problem... month after month, all the cars that could be produced were sold before they left the factory floor." For the 1946 model year, Nash introduced the Suburban model that used wood framing and panels on the body. It was similar to the Chrysler Town and Country and Ford Sportsman models. Suburbans were continued in 1947 and 1948, with 1,000 built over the three years. In 1948, the Ambassador convertible returned with 1,000 made.

Introduction of the Nash Airflyte

thumb|right|Nash Statesman 2-Door Sedan 1951

150px|thumb|left|The Nash shield, as it appeared on cars of the 1940s and 1950s

The Nash-Kelvinator Corporation entered the post-war era with the intention of differentiating itself through engineering and design. The first step was the introduction of the advanced 1949 Nash Airflyte, the first all-new design from the company after World War II. Under Nash's vice president of engineering, Nils Erik Wahlberg, the Airflyte models featured a distinctive, aerodynamic body—developed through wind tunnel testing. Their smooth, pontoon-like body was unique with enclosed front fenders, a styling choice conceived both for drag reduction and to enhance the rigidity of Nash's unibody construction. This was a "radically aerodynamic" format, inspired by sketches prepared for Nash in 1943 by independent designers Ted Pietsch and Bob Koto. The radical rounded and smooth design offered class-leading interior room, despite being lower than predecessor models. The "cutting-edge aerodynamics" of the all-new Nash design were judged to be the most "alarming" in the industry since the Chrysler Airflow. The cars were assembled at Nash factories in Kenosha, Wisconsin, and in El Segundo, California. The El Segundo property was sold and has been re-purposed as the Boeing Satellite Development Center, immediately south of Los Angeles International Airport, on Nash Street.

Nash's Airflyte models were notable for using a one-piece curved safety glass windshield and offering coil springs on all four wheels. Furthermore, in 1949, Nash pioneered automotive safety by becoming the first American car to offer seatbelts as a factory option. However, consumer demand was virtually nonexistent at the time, leading many buyers to have dealers remove them. There was "heated debate despite increasing scientific research" about their value and the option was "met with insurmountable sales resistance" with Nash reporting that after one year "only 1,000 had been used" by customers.]]

The introduction of the Nash Rambler in 1950 marked a crucial and highly successful strategic shift for the automaker into the expanding small car market segment. George W. Mason spearheaded this move, recognizing that to compete effectively against the popular standard established models (Ford, Chevrolet, and Plymouth) marketed the domestic "Big Three" automakers. Nash needed a fundamentally different product. Mason identified the core issue that had hindered previous small car entries: simple affordability was not enough. He insisted the new car "also had to be big enough to appeal to families as their primary car". The Rambler was engineered to be significantly smaller and lighter than contemporary models, allowing for greater production efficiency and better fuel economy, while still comfortably accommodating five passengers.

This approach led to a significant marketing breakthrough in the marketplace. The Rambler was not sold as a cheap economy vehicle, but rather as a highly featured, premium-oriented compact.

Nash established the compact segment by employing the Rambler's size and its upscale standard equipment. Moreover, it debuted as a convertible, further strengthening its unique selling proposition. The Nash Rambler become widely regarded as one of the first successful modern small cars in the U.S. market, preceding the domestic compact offerings from rival manufacturers by several years and establishing the template for the segment that would grow during the 1950s and 1960s.

thumb|right|Nash Metropolitan

Seeking to diversify their size offerings further, Mason also orchestrated a contract manufacturing arrangement with Austin of the UK to produce the even smaller car, the Nash Metropolitan, to fill a niche below the Nash Rambler as second or basic transportation car.

Introduction of the Nash-Healey

thumb|1952 Pininfarina-styled Nash-Healey roadster

The Anglo-American Nash-Healey sports car was introduced in 1951. This was a collaborative effort between George Mason and British sports car manufacturer Donald Healey. Healey designed and built the chassis and suspension and, until 1952, the aluminum body, which another British manufacturer, Panelcraft Sheet Metal, fabricated in Birmingham West Midlands. Nash shipped the powertrain components to England, and Healey assembled the cars, then shipped finished vehicles to the U.S. In 1952, the Italian designer Battista Farina restyled the body, and its construction changed to steel and aluminum.

While a welcome attempt to improve Nash's stodgy image, the Nash-Healey did little to enhance showroom traffic as Nash sales fell steadily from 1951 onward. High costs, low sales, and Nash's focus on the Rambler line led to the termination of Nash-Healey's production in 1954 after 506 automobiles had been produced.

Mason commissioned Farina to design a Rambler-based two-seater coupe called the Palm Beach, which may have been intended as a successor to the Nash-Healey. However, the project only progressed to a concept car.

For European endurance racing, Healey and his staff designed and built three special Nash-Healeys with lightweight aluminum racing bodies. These competition versions entered four consecutive Le Mans races and one Mille Miglia. At Le Mans, they achieved fourth overall in 1950, sixth overall and fourth in class in 1951, third overall and first in class in 1952, and eleventh overall in 1953. In the Mille Miglia, they finished ninth overall in 1950 and seventh overall, as well as placing fourth in class in 1952.

Anniversary, innovations, and sales

thumb|1954 Nash Statesman Custom sedan

The full-size Nash Airflytes were wholly re-designed for the 1952 model year. They were promoted as the "Golden Airflytes" in honor of Nash Motors' 50th anniversary as an automobile builder because the company was counting the years of the Thomas B. Jeffery Company as part of their heritage. Therefore, "Great Cars Since 1902" became one of the company's advertising slogans.

The new Golden Airflytes presented a more modern, squared-off look than did the 1949 through 1951 models, which were often compared to inverted bathtubs. Nash contracted Battista "Pinin" Farina of Italy to design a body for the new Golden Airflyte. Management wanted a better design, and the result was a combination of an in-house design and Pinin Farina's model. Nash began offering automatic transmissions across its domestic-made models, a GM Hydramatic, as well as a Borg-Warner overdrive transmission. Airflytes featured a six-cylinder engine that was now bored out to .

Using its Kelvinator refrigeration experience, the automobile industry's first single-unit heating and air conditioning system was introduced by Nash in 1954. This was a compact, affordable system for the mass market with controls on the dash and an electric clutch. Entirely incorporated within the engine bay, the combined heating and cooling system had cold air for passengers enter through dash-mounted vents.

After 1950, it became increasingly difficult for small domestic automakers to compete with the production, distribution, and financial advantages of the Big Three. While the full-sized Airflytes had initially sold well in the postwar "seller's" market, their bulbous styling, rooted in 1940s design trends, quickly became passé, and its underpowered six-cylinder engine proved to be a significant liability against GM's new OHV short-stroke V8s. Like other independent automakers (Hudson, Studebaker, and Packard) Nash charged higher prices for their cars than Ford and GM, which benefited from the economies of scale. The independents also lacked the Big Three's extensive dealer networks or advertising budgets. Lower-profit Rambler sales gradually made up more and more of Nash's total production. Moreover, during 1953 and 1954, Ford and GM waged an all-out price war, further damaging all the independents' sales and financial health. Full-sized Nashes also lacked body styles for buyers to choose; despite introducing a hardtop coupe in 1952, there was no convertible or station wagon, although the Rambler lineup featured all of these versions.

Additionally, while Nash had profited from military contracts during the Korean War, that conflict ended in mid-1953. At the same time, the new Secretary of Defense Charles E. Wilson, ex-GM president, began steering defense contracts to his former employer at the expense of the rest of the automotive industry.

Formation of American Motors Corporation

thumb|right|1955 Nash Rambler Cross Country station wagon

In January 1954, Nash announced the acquisition of the Hudson Motor Car Company as a friendly merger, creating American Motors Corporation (AMC). To improve the financial performance of the combined companies, all production, beginning with the 1955 Nash and Hudson models, would happen at Nash's Kenosha plant. Nash would focus most of its marketing resources on its smaller Rambler models, and Hudson would focus its marketing efforts on its full-sized cars.

One of the first things Mason did as CEO of the new company was to initiate talks with James J. Nance, president of Packard, for parts-sharing arrangements between AMC and Packard. At this time, AMC did not have its own V8 engine, and an agreement was made for the new Packard V8 engine and Packard's Ultramatic automatic transmission to be used in the 1955 Nash Ambassador and Hudson Hornet models.

In July 1954, Packard acquired Studebaker to form Studebaker-Packard Corporation, however, further talks of a merger between AMC and Packard-Studebaker were cut short when Mason died on 8 October 1954. A week after his death, Mason's successor, George W. Romney, announced "there are no mergers under way either directly or indirectly". Nevertheless, Romney continued with Mason's commitment to buy components from Studebaker-Packard Corporation. Although Mason and Nance had previously agreed that Studebaker-Packard would purchase parts from AMC, it did not do so. Moreover, Packard's engines and transmissions were comparatively expensive, so AMC began development of its own V8 engine, and replaced the outsourced unit by mid-1956.

For the 1955 model year, all the large Nash and Hudson automobiles were based on a Nash-derived shared unitized body shell using styling themes by Pinin Farina, Edmund E. Anderson, and Frank Spring. Each had individual powertrains and separate, non-interchangeable body parts. This mimicked the longtime practice Big Three (General Motors, Ford, and Chrysler) that allowed for maximum manufacturing economy. Anderson set up separate design studios for Nash, Hudson, and Rambler.

George Romney ordered the removal of the front fender skirts on Nashes and Ramblers for the 1955 models. Customers disliked this feature, yet it was reportedly demanded by George Mason, who liked their appearance.

Even with the merger forming AMC, they were held to a total of about four percent of the market and thus were under pressure to lower expenses and tooling costs for new models, perhaps by innovation.

The Nash Metropolitan, marketed under either the Nash or Hudson brands, became a make unto its own in 1957, as did the Rambler. By this point, Rambler sales comprised most of AMC's volume, so George Romney decided to phase out the Nash and Hudson nameplates and focus solely on Rambler. This move would pay off the following year when an economic recession struck the United States and created a strong demand for economical compact cars. Nash and Hudson production ended with the last Hornet made on 25 June, 1957. From 1958 until 1962, Rambler and the Metropolitan were the only brands of cars sold by AMC. By 1965, the Rambler name would begin to be phased out, and AMC would take over as the brand name until the 1988 model year.

In 1970, American Motors acquired Kaiser Jeep (the descendant of Willys-Overland Motors) and its Toledo, Ohio, based manufacturing facilities. In 1979, AMC established a technology partnership with Renault. In 1987, Chrysler Corporation made a public offering to acquire all shares of AMC on the NYSE. The shareholders approved the offer, and AMC became a division of Chrysler Corporation.

International markets

Since the early days, Nash vehicles were exported as complete cars or in knock-down kit form for local assembly to many countries around the world including right-hand-drive markets such as the United Kingdom, Australia, New Zealand, and South Africa. International production for both the Nash and Hudson Marques was consolidated after the merger of Nash and Hudson to form American Motors Corporation (AMC) in 1954, after which international-bound operations were conducted at the former Nash factory in Kenosha and the Brampton plant in Canada until 1957, when both the Nash and Hudson Marques were retired.

Australia

Several distributors for each Australian state built and sold Nash vehicles in the 1920s. As was the practice for all car brands during the early 20th Century, the chassis and engines were imported, and Australian coach builders locally built the bodies. Early distributors were Wilsford Limited for New South Wales, Richards Brothers for Victoria and the Riverina, Peels Limited for Queensland, Eric Madren Motors (later Nash Cars (W.A) Limited) for Western Australia, and Northern Motors for Tasmania. The recovery period following the end of World War II saw a lull in car manufacturing, petrol rationing, and currency shortages. Some cars were imported in the late 1940s and 1950s despite these factors. In 1950, a few Nash trucks were assembled by Davies Pty Ltd in Launceston, Tasmania.

After the Nash-Hudson merger in 1954, AMC's new Rambler vehicles were imported into Australia and distributed by Ira L. & A.C Berk Pty Ltd which had previously held the Hudson franchise since 1939. Hudson was the more recognized brand in Australia, so they were initially sold as Hudson. The Nash Metropolitan was not sold in Australia. The first Rambler-badged vehicles were imported in 1957. This first shipment consisted of 24 cars, 10 of which were Rambler station wagons. Small numbers of Rambler Sixes were imported into Australia up until 1960. AMC made a new deal with Port Melbourne vehicle assembler Australian Motor Industries (AMI) in 1960 to build AMC vehicles from knock-down kits, production of which ran from 1961 until 1976. AMI eventually became Toyota Australia.

New Zealand

From 1935, Nash motor vehicles were assembled in New Zealand by Christchurch company Motor Assemblies Limited. The plant also made Studebaker and Standard vehicles and was acquired by Standard Motors in 1954. Production was then moved to Auckland company VW Motors at their Volkswagen plant in Otahuhu, Auckland until 1962. New Zealand saw the Nash Ramblers and the British-built, right-hand-drive Nash Metropolitan. In 1963, AMC struck a deal with Thames company Campbell Motors to build a new vehicle assembly plant for AMC vehicles, which began production in 1964. Renamed Campbell Motor Industries (CMI), the plant built Rambler vehicles from knock-down kits until 1971. CMI eventually became Toyota New Zealand.

South Africa

Following World War II, Nash motor vehicles were assembled in South Africa by a newly built assembly operation in East London Car Distributors and Assemblers (CDA). The plant also built Packard, Renault, and Standard motor vehicles. CDA was eventually taken over, first by Chrysler, and finally by Peugeot.

United Kingdom

Nash vehicles were imported into the United Kingdom by London company Nash Concessionaires. After 1961, Rambler imports switched to the former U.K Hudson operation in Chiswick which was accordingly renamed Rambler Motors (A.M.C.) Limited. AMC's deal with Austin for the production of the Nash Metropolitan was independent of the Chiswick Rambler operation.

Gallery

File:Nash Six Touring 1927.jpg|Nash Six Touring 1927

Image:Nash Standard Six Series 420 4-Door Sedan 1929.jpg|Nash Standard Six Series 420 4-Door Sedan 1929

Image:Nash Single Six Series 450 4-Door Sedan 1930.jpg|Nash Single Six Series 450 4-Door Sedan 1930

Image:Nash Eight Series 481 Convertible Coupe 1930.jpg|Nash Twin-Ignition Six Series 481 Convertible Coupé 1930

Image:Nash 871 Convertible Sedan 1931.jpg|Nash Series 871 Convertible Sedan 1931

Image:Nash 4-Door Sedan 1934.jpg|Nash Ambassador Eight 4-Door Sedan 1934

Image:Nash Advanced Six Series 3520 4-Door Sedan 1935 2.jpg|Nash Advanced Six Series 3520 4-Door Sedan 1935

Image:Nash 3540 400 4-Door Sedan 1935.jpg|Nash 3540 400 4-Door Sedan 1935

Image:Nash 4-Door Sedan 3.jpg|Nash 3540 400 4-Door Sedan 1935

Image:Nash La Fayette 3610 Sedan 1936.jpg|Nash Lafayette Series 3610 4-Door Sedan 1936

Image:Nash 3620 Ambassador Six 4-Door Sedan 1936.jpg|Nash Ambassador Six 3620 4-Door Sedan 1936

Image:Nash 4-Door Sedan.jpg|Nash 4-Door Sedan

Image:Nash Ambassador Six 4-Door Sedan 1937.jpg|Nash Ambassador Six Series 3728 4-Door Sedan 1937

Image:1937 Nash Lafayette (11810441316).jpg|1937 Nash Lafayette in New Zealand

Image:Nash La Fayette Series 3818 4-Door Sedan 1938.jpg|Nash Lafayette Series 3818 4-Door Sedan 1938

Image:Nash 3828 Ambassador 4-Door Sedan 1938.jpg|Nash Ambassador Six Series 3828 4-Door Sedan 1938

Image:Nash 2-Door Sedan.jpg|Nash 2-Door Sedan 1940

MHV Nash Ambassador Six 1941 01.jpg|Nash Ambassador Six four-door sedan 1941

Image:Nash 4-Door Sedan 2.jpg|Nash 4-Door Sedan 1946

Image:1957 Nash Rambler Custom Wagon (28080053790).jpg|Australian right-hand drive 1957 Nash Rambler wagon

Image:1959 Nash Metropolitan (19281717111).jpg|New Zealand right-hand drive 1959 Nash Metropolitan

Image:Nash Hood Ornament.jpg|Detail from a Nash Metropolitan

Image:Jim Burke Nash, Inc.jpg|Nash dealership in Alabama, ca. 1930-1945

</gallery>

Nash automobile brands

LaFayette
Ajax
Rambler
Nash-Healey
Jeffery

Nash automobiles

Nash 600
Nash Statesman
Ambassador
Metropolitan
Nash-Healey, in cooperation with Donald Healey, was assembled in the UK and Italy.
Nash Rambler
Rambler

Motorsport

Like most American manufacturers of the fifties, Nash participated in the Grand National Stock Car series.

References

;Inline

;General

External links

Nash Car Club of America (NCCA)
The Nordic Nash Register