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145-464: The Nash Ambassador is a luxury automobile produced by Nash Motors from 1927 until 1957. It was a top trim level for the first five years, then from 1932 on a standalone model. Ambassadors were lavishly equipped and beautifully constructed, earning them the nickname "the Kenosha Duesenberg". For a period between 1929 and 1934, when Nash produced a line of seven-passenger saloons and limousines,

290-612: A 121-inch (3,073 mm) wheelbase model, formerly known as the Advanced Six. In 1937, Nash acquired the Kelvinator Corporation as part of a deal that allowed Charlie Nash's handpicked successor, George W. Mason , to become President of the new Nash-Kelvinator Corporation . The 1937 models saw the return of coupes and convertibles to the Ambassador lines. From 1936 onward, the senior Nash models used identical bodies, relying on

435-602: A 2,172-mile (3,495 km) endurance race run over five days across Mexico . 47 of the 126 cars that started this "contest of heroic proportions and vast distances" were classified as finishers. Three Ambassadors finished all nine stages, but the highest-placed car was disqualified. The 1950 Ambassador, driven by Roy Pat Conner, was in sixth place after the eighth stage, 33 minutes behind the leader, when Connor became too ill to continue. Curtis Turner , who shared another 1950 Ambassador with Bill France, Sr. , purchased Conner's car for its superior race position, replacing Conner at

580-503: A 20-US-gallon (75.7 L; 16.7 imp gal) tank of gasoline. It would achieve 30 miles per US gallon (7.8 L/100 km; 36 mpg ‑imp ). The 600 models used an unusual steering/front suspension system with extremely long kingpins . Inadequate lubrication became a problem for these systems, commonly resulting in premature failures. The design of the cars was improved by new front ends, upholstery, and chrome trim from 1942 through 1948. The larger Ambassador models shared

725-441: A Borg-Warner overdrive transmission. Power was provided by a six-cylinder engine that was now bored out to 252 cubic inches (4.13 L). 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

870-475: A LaSalle driven by Willard Rader, along with Gus Bell, on the track at the Milford Proving Grounds , achieved 952 miles (1,532 km), averaging 95.2 mph (153.2 km/h), with only seven minutes given over to refueling and tire changes. In comparison, the average speed at that year's Indianapolis 500 was 97.5 mph (156.9 km/h). The test at Milford would have continued, but a problem in

1015-687: 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

1160-466: A V8 engine for the first time. The engine was supplied by Packard as part of George W. Mason 's vision to have Packard join AMC to help achieve the economies of scale of the domestic Big Three automakers. The 320 cu in (5.2 L) V8 produced 120 hp (89 kW; 122 PS) and mated to Packard's Ultramatic automatic transmission. Ambassador models fielded for 1956 were heavily re-styled in

1305-607: A base price of US$ 2,090 ( FOB ) (US$ 36,659 in 2023 dollars ). Exports accounted for almost 11 percent of Nash's production in 1927, and several royal families purchased the cars. For example, Prince Wilhelm, Duke of Södermanland of Sweden and Norway personally visited the Nash factory in Kenosha, Wisconsin, in 1927, and Scandinavian factory workers delivered his Nash Ambassador Six (Model 267) four-door Brougham sedan. The Ambassador model lost its position as Nash's most expensive car in 1929 with

1450-462: A classic 1940s streamlined design. Intended as a halo car , the Suburban, like all other Nashes, featured options such as "Cruising Gear" overdrive, a trend-setting "Weather-Eye" heater, and a remote control Zenith radio, which enabled the driver to change stations at the touch of their toe. Production was limited, with Nash selling exactly 1,000 examples between 1946 and 1948. A convertible was added to

1595-452: A continental tire kit were optional. After the production of under 3,600 big Nash cars, the final Nash Ambassador rolled off the Kenosha, Wisconsin production line in the summer of 1957. Nevertheless, the Ambassador - as a top-of-the-line model name - would continue to be marketed under Rambler and AMC brands through 1974. Eight Nash Ambassadors were entered in the 1950 Carrera Panamericana ,

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1740-404: A conventional front suspension and steering system. Postwar Nashes were six-cylinder only; eight-cylinder engines did not return. The large Ambassador engine thus was the seven main bearing, overhead-valve, 234-cubic-inch (3.83 L), six-cylinder developing 112 bhp (84 kW; 114 PS). Nash was considering the potential of offering a pickup truck and developed a prototype built on

1885-568: A full array of semi-custom body styles, as it had in its first year, including a convertible sedan. Earl oversaw this redesign. The LaSalle emerged with a smooth-flowing design, its thin radiator flanked by a series of thin chrome slots. In its final year, sales of the LaSalle reached the second-highest level ever at 24,133. In addition to the Series 40-50, there was also the lower, wider Series 40-52 Special using General Motors' new "Torpedo"-style body . By

2030-406: A junior Cadillac, but as something more agile and stylish. Influenced by the rakish Hispano-Suiza roadsters of the time, Earl's LaSalle emerged as a shorter, yet elegant, counterpoint to Cadillac's larger cars, unlike anything else built by an American automotive manufacturer. Built by Cadillac to its high standards but at a dedicated factory at Wyoming Road Assembly , the LaSalle soon emerged as

2175-581: A kit to "convert" their Ajax into a Nash Light Six. This kit, supplied at no charge, included a set of new hubcaps, a radiator badge, and all other parts necessary to change the identity of an Ajax into that of a Nash Light Six. This was done to protect Ajax owners from the inevitable drop in resale value when the Ajax marque was discontinued. In this way, Nash Motors showed high value for its customers' satisfaction and well-being. Most Ajax owners took advantage of this move, and "unconverted" Ajax cars are rare today. Nash

2320-418: A large and heavy, trunk mounted expander and heat exchanger that carried the air into the car via clear plastic tubes and out through ceiling mounted vents. Nash's unit was inexpensive, compact, fit under the hood, and could circulate fresh or recycled air. With a single thermostatic control, the Nash passenger compartment air cooling option was described as "a good and remarkably inexpensive" system. The option

2465-466: A longer wheelbase as well as the hood and front fenders (plus subtle trim augmentations) to provide visual cues to differentiate the more expensive Eights from the less expensive Six models. Beginning in 1937, even the low-priced LaFayette series came under this plan. This basic formula was used through the final AMC Ambassador in 1974, except between 1962 and 1964, when the Rambler Ambassador and

2610-599: 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

2755-600: A modern overhead valve design displacing 327 cu in (5.4 L). It featured a forged steel crankshaft , a 4-barrel carburetor, and dual exhausts. The new engine was rated at 255 hp (190 kW; 259 PS) and 345 pound force-feet (468 N⋅m) of torque. Available were a 3-speed manual transmission, an automatic overdrive unit, or Packard's Ultramatic automatic transmission. The Custom models standard features included power brakes, individually adjustable reclining front seats, rear seat center armrest, hood ornament, and many more. Special leather seating surfaces and

2900-467: 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. Also in 1952, Nash began offering automatic transmissions, either a GM Hydramatic or

3045-623: A one-barrel Carter carburetor. A sales war developed between Ford and General Motors between 1953 and 1954, leaving little business for the other domestic automakers. Ford and Chevrolet were shipping their standard size models to their respective dealers no matter if there were any orders for them. A price war with deep discounts to sell these cars meant declining sales for the independent carmakers (Hudson, Kaiser, Nash, Packard, and Studebaker). Nash-Kelvinator merged with ailing Hudson Motor Car Company as of January 14, 1954, to form American Motors Corporation (AMC), and both Nash and Hudson dealers sold

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3190-708: 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. 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

3335-459: A set pattern, with design changes driven principally by engineering needs. For example, the Ford Model T evolved only slightly over its production run; A 1927 Model T was almost identical to a 1910 Model T, while GM made yearly appearance and model name changes across all brands starting in 1908. Earl, who had been hired by Cadillac's General Manager, Lawrence P. Fisher, conceived the LaSalle not as

3480-521: A significant gain by selling just four- and two-door sedans in the marketplace from 1949 until 1951. They were manufactured at the Nash Factory (Kenosha, WI) and the Nash Factory (El Segundo, CA) . The Airflytes also featured fully reclining seats that could turn the car into a vehicle capable of sleeping three adults. The 1950 Ambassador became the first non-General Motors automobiles to be equipped with GM's Hydramatic automatic transmissions (cars with

3625-475: A solid and sturdy automobile. It was also one of the first cars in the "low-priced" market segment with coil spring suspension in front and back, giving it "the Arrow-Flight ride" along with other benefits. In the spirit of wartime conservation, the 1942 Ambassador Six and Eight were not available with the twin ignition system. All cars reverted to a single spark plug per cylinder. The 1941 and 1942 Ambassador 600

3770-475: A subordinate model under the Cadillac brand, thus, to call them "Cadillac LaSalle" is improper. Eddie Murphy’s character bails out of a 1939 coupe during a car chase in the movie Harlem Nights. In the 1967 film The St. Valentine's Day Massacre , gangster Mike Heitler (played by Leo Gordon ) buys a used LaSalle for $ 750 (equivalent to about $ 12,000 in 2021), to be disguised as a Chicago police car for use in

3915-464: 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. 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

4060-452: A thermostat to its "Conditioned Air System", and thus the famous Nash Weather Eye heater was introduced. The 1939 and 1940 Nash streamlined cars were designed by George Walker and Associates and freelance body stylist Don Mortrude. They were available in three series - LaFayette, Ambassador Six, and Ambassador Eight. For the 1940 model cars, Nash introduced independent coil spring front suspension and sealed beam headlights . Introduced for

4205-434: A trend-setting automobile. Earl was then placed in charge of overseeing the design of all of General Motors' vehicles. Earl's design even included a nod to the inspirational Hispano-Suiza H6 , with the marque's circled trademark "LaS" cast into the horizontal tie bar between the front lights. There were two wheelbase choices where Fisher offered eight selections while Fleetwood Metal Body offered four coachwork choices on

4350-449: A two-door "Country Club" hardtop . The Super included Nash's basic features with the Custom adding two-tone upholstery with foam-topped seat cushions designed by Helene Rother , an electric clock, directional signals, chrome wheel discs, and automatic interior courtesy lights. Standard was the "Super Jetfire" 252.6 cu in (4.1 L) 120 hp (89 kW; 122 PS) I6 engine and

4495-435: A very streamlined and Art Deco way. Russian Count Alexis de Sakhnoffsky influenced the designs, and the new bodies featured streamline accents, bullet-shaped headlights, horizontal hood ribs, rear-wheel spats, and built-in luggage boots with a full beaver-tail rear end. The Ambassador Eight series for this year was limited to various four-door sedan body styles. The Nash Ambassador 8 now saw new competition with such cars as

Nash Ambassador - Misplaced Pages Continue

4640-419: Is also credited with helping design the flow-through ventilation used since then in nearly every motor vehicle. Introduced in 1938, Nash's Weather Eye directed fresh, outside air into the car's fan-boosted, filtered ventilation system, where it was warmed (or cooled), and then removed through rearward placed vents. The process also helped to reduce humidity and equalize the slight pressure differential between

4785-640: The Cadillac Series 61 , the Buick Century and Special , the Oldsmobile 70 , and the Pontiac Streamliner Torpedo . A third was a modified notchback design, derived from the fastback B-body, but described as " A-body -like", that was finally used by the Cadillac Series 63 . Any or all of these could have ended up being part of the next LaSalle line. However, it is widely believed that of the three,

4930-469: The Ford V8 was introduced with a standard equipment V8 displacing 221 cu in (3.6 L). Body style selections and a wide arrange of Duco automotive lacquer paint color selections, introduced by DuPont , was beginning to become commonplace. The 1932 LaSalle Series 345-B and 1933 Series 345-C followed the same pattern of appearance, engineering upgrades and ever growing options list. Beginning with

5075-578: The Southern states . Mexican driver S. Santoyo was classified 36th in his 1949 Nash, while another 1949 Ambassador driven by Manuel Luz Meneses and José O'Farrill Larranoga finished 39th. Another four Nashes crashed out, while a fifth retired with engine trouble. The Nash Motor Company was the first manufacturer actively supporting NASCAR racing. Direct factory sponsorship was provided for the 1950 and 1951 Sprint Cup seasons. For 1950, Nash recruited and signed dynamic stars Curtis Turner and Johnny Mantz . For

5220-599: The St. Valentine's Day Massacre . In the 1970s television show All in the Family , Archie and Edith Bunker sing, "Gee, our old LaSalle ran great" in the program's opening theme song, "Those Were the Days." Many could not understand the now-obscure reference, and the opening was re-recorded in future seasons with the word ‘LaSalle’ enunciated a little more clearly. In Season One, episode 21 of The Streets of San Francisco , Lew Ayres mentions

5365-607: The "Le Mans" option as from the Nash-Healey . With the end of the Korean War, a battle for market leadership began between two historic rival automakers, Ford and Chevrolet. There was also a shift from a seller's to a buyer's market , making it more difficult for the smaller U.S. automakers to compete with the Big Three ( Ford , GM and Chrysler ). The Big Three could afford annual styling changes to enhance their sales appeal. In 1954

5510-460: The "Statesman". A five-position "Airliner" reclining front passenger seatback was optional for both models. The stroke on the Statesman engine was increased 1 ⁄ 4  in (6.4 mm), giving 186 cubic inches (3.05 L) and 85 hp (63 kW), and the Ambassador received a new cylinder head that increased power to 115 hp (86 kW). Changes for the 1951 model Airflytes were to

5655-554: The 125" wheelbase and six choices on the 134", while Fleetwood now provided two choices on the 125" and only one choice on the 134", that being the Transformable Town Cabriolet at US$ 4,900 ($ 86,947 in 2023 dollars ). The first engine upgrade to the LaSalle was introduced in 1929 with the Series 328, which had slight differences to the Cadillac V8 which was also upgraded. The Victoria and business coupe were replaced with

5800-520: 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

5945-436: The 1930 LaSalle and the 1928-1929 Cadillac Series 341 were essentially identical so the LaSalle was labeled as Series 340 while the 1930 Cadillac V8 was upgraded to Series 353. In an attempt to further add exclusivity, Fleetwood convertible coachwork selections were further distinguished by the descriptions "Fleetcliffe", "Fleetlands", "Fleetway" and "Fleetwind" which didn't continue for 1931. The next vehicle choice offered by GM

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6090-571: The 1934 model year, a significant portion of the LaSalle, now called the Series 50 Model 350, was more closely related to the Oldsmobile L-Series , Buick Series 40 and Buick Series 50 while sharing an appearance with the senior Cadillac Series 355s . This was marked by a shift to the Oldsmobile- and Buick-based B platform . Again, Earl 's work with the LaSalle resulted in a graceful vehicle, led by an elegantly thin grille that now concealed

6235-458: The 1941 model year, the Nash 600 was the first mass-produced unibody construction automobile made in the United States. Its lighter weight compared to body-on-frame automobiles and lower air drag helped it to achieve excellent fuel economy for its day. The "600" model designation is said to have been derived from overdrive-equipped examples of this car's ability to travel 600 miles (966 km) on

6380-670: The 1951 NASCAR season, other automakers became more involved in sponsorship. Nash Motors 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

6525-570: 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. Nash was the only American car manufacturer besides Ford Motor Company to introduce an all-new 1952 model. The new Golden Airflytes presented

6670-577: The 2013 Best Article of the Year Award from the Motor Press Guild for his Automobile magazine article, "GM's Road Not Taken" about the La Salle II Roadster . The LaSalle name was raised again when Cadillac was developing a new small luxury sedan, but it was passed over in favor of Cadillac Seville . Early mockups of what was to become the 1963 Buick Riviera were badged "LaSalle II," as

6815-484: The Ambassador Six's 121 inches (3,073 mm). The Nash Ambassador 600 , built on a 112-inch (2,845 mm) wheelbase, became the first popular domestic automobile to be built using the single-welded "unibody" type of monocoque construction that Nash called "Unitized", rather than body-on-frame . From 1941 through 1948, Nash Ambassador models placed this unibody structure on top of a conventional frame, thus creating

6960-497: The Ambassador range for 1948, with 1,000 of this one-year-only open-body style produced. Moreover, the automaker allocated only one convertible to its major dealerships. The change to a new unibody design for the 1949 model year meant the end of the full-size Nash convertible. The open body style returned as the compact-sized 1950 Nash Rambler 's landau design. Nash-Kelvinator president George Mason believed in fiscal responsibility, but also wanted to be "a bit daring, bold, and out of

7105-590: The Ambassador series was the maker's " flagship ", and remained so following the Nash- Hudson merger in 1954. The newly formed American Motors Corporation (AMC) continued the Nash Ambassador. From 1958 until 1965, the cars were named Rambler Ambassador. They were marketed from 1966 through 1974 model years as the AMC Ambassador . The ongoing use of the Ambassador model name by successive companies made it "one of

7250-489: The Ambassadors featured a 125 hp (93 kW; 127 PS), 322 cubic inches (5.3 L) straight-eight engine with twin-ignition and overhead valves. All the cars were sumptuously appointed, earning the title of the " Kenosha Duesenbergs " for their quality, durability, styling, and speed. This was part of Nash's second 1932 series, which included completely new bodies and engineering updates to all models produced by

7395-561: The Automatic Vacuum Shift (supplied by the Evans Products Company) had a small gear selector lever mounted on the dashboard, immediately below the radio controls. In 1936, Nash introduced the "Bed-In-A-Car" feature, which converted the car's interior into a sleeping compartment. The rear seatbacks were hinged to go up, allowing the back seat cushion to be propped up into a level position. This also created an opening between

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7540-471: The Cadillac division was being considered for production of this successful personal luxury car. For media outlets, when referring to the cars in visual or print media reporting the proper nomenclature is to identify them "LaSalle" as they are a separate marque, and are registered under the "Make" name of LaSalle on automobile titles. While built by the Cadillac Division of General Motors, they are not

7685-947: 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. 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

7830-707: The LaSalle II Roadster. Ordered to be destroyed, both the four-door hardtop and the roadster were shipped to the Warhoops Salvage Yard in Sterling Heights, Michigan; instead of being destroyed they were hidden in a corner of the facility. In 1990, collector Joe Bortz purchased and restored the Roadster, which was featured in a 2013 article in Automobile (magazine) , for which the author, Robert Cumberford won

7975-545: The LaSalle received another engine upgrade introduced in the LaSalle Series 340. Fisher body selections were reduced to seven closed while Fleetwood choices expanded to six. The only wheelbase used was 134" and a radio was first introduced as a optional item for US$ 175 ($ 3,192 in 2023 dollars ) and all LaSalle's were prewired with an antenna imbedded in the roof. Wheels were available in hickory artillery style, wire wheels or solid pressed steel discs. The engine displacement of

8120-585: The Landau Cabriolet from Fisher while Fleetwood choices were all cabriolet coupes or sedans. Both wheelbase choices were both available for Fisher and Fleetwood coachwork selections. September 1929 is when Cadillac introduced its all-new 1930 Series 353 , one month before the Cadillac V-12 and the Wall Street Crash of 1929 The ultra-luxury Cadillac V-16 made its grand introduction January 1930, and

8265-711: The Marquette and the Viking in 1930, their second model year. Cadillac also saw sales of its cars losing ground, as confirmed Cadillac buyers tried to trim pennies by buying the less expensive LaSalle. LaSalle sales also were falling, from a high of 22,691 models in 1929 to a low of 3,290 in 1932. While the introduction of LaSalle showed there was a market for a luxury car that was more conservative in appearance and price, GM already had Buick which filled that role very successfully. The attention given to LaSalle could have been invested in Buick as

8410-715: The Mille Miglia, they finished ninth overall in 1950 and seventh overall, as well as placing fourth in class in 1952. 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

8555-467: The Nash Ambassador was the first American automobile to have a front-end, fully integrated heating, ventilating, and air-conditioning system. The heating and ventilation system was called Weather Eye and now could be equipped with Nash-Kelvinators' advanced Automobile air conditioning unit. While other manufacturers in America at the time offered A/C on some models, their air conditioning units were driven by

8700-614: 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 Eric Wahlberg, to move to Nash's new company. The first Nash engine introduced in 1917 by Wahlberg had overhead valves , which Nash had learned about while working for Buick. Wahlberg

8845-482: 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

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8990-508: The Nash-Healey did little to enhance showroom traffic as Nash sales fell steadily from 1951 onward. The Airflyte had initially sold well in the postwar "seller's" market. Still, its 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 fellow independents Hudson, Studebaker, and Packard, Nash charged higher prices for their cars than Ford and GM, which benefited from

9135-616: The Rambler Classic shared the same wheelbase and front sheet metal. In 1937, Sinclair Oil Corporation teamed up with Babe Ruth in a baseball contest where a 1937 Nash Ambassador Eight sedan was awarded every week. A custom-designed and specialty-built convertible model was marketed for 1940, the Sakhnoffsky Special Cabriolet. For the 1941 and 1942 model years, all Nash vehicles became Ambassadors and were built in long and short wheelbases. The Ambassador Eight now shared

9280-481: The Roadster as "a signpost to the many wrong turns that led to the bankruptcy of what was in 1955 the largest business entity in the entire world (GM)". There was nostalgia for the LaSalle name, and at various points in the 1950s, 1960s and 1970s, General Motors issued Motorama cars and proposed new consumer automobiles under the name. The year 1955 saw two Motorama concept cars, the LaSalle II four-door hardtop and

9425-663: 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. Several distributors for each Australian state built and sold Nash vehicles in

9570-604: The United States at that time – the compact car . With sales of the large Nashes surging ahead of prewar production numbers, Mason began a small car program that would eventually emerge as the compact Nash Rambler , reviving the traditional Rambler marque. The Nash Ambassador received a complete restyle for 1952 and celebrated the automaker's 50th anniversary as the predecessor firm, the Thomas B. Jeffery Company , marketed its first cars in 1902. The Golden Anniversary Nash Airflyte featured styling publicly credited to Pininfarina . Yet,

9715-622: The all-new postwar design were the most "alarming" in the industry since the Chrysler Airflow . It was built at one of two new factories in El Segundo, California , where the factory is still being used, having been re-purposed as the Boeing Satellite Development Center , immediately south of Los Angeles International Airport , on Nash Street. A one-piece curved safety glass windshield was used on both models. Wide and low,

9860-449: The automatic transmission have Selecto-lift starting, where the driver pulled the transmission lever on the column toward themselves to engage the starter). 1949 was the first year for a one-piece curved windshield, and front door wing windows featured curved glass as well. Mason also believed that once the seller's market following World War II ended, Nash's best hope for survival lay in a product range not addressed by other automakers in

10005-487: The automobile featured more interior room than its 1948 predecessor, although its height was 6 inches (150 mm) lower. Due to its enclosed front fenders, Nash automobiles had a larger turning radius than most other cars. The 600 models used a 112-inch (2,800 mm) wheelbase while the Ambassador models stretched to 121 inches (3,073 mm). Both shared the same bodies. Coil springs were used on all four wheels. Both models offered Three trim lines: Super, Super Special, and

10150-538: The basis of the modern and more sophisticated automatic climate control systems." 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 Co. Ltd., fabricated in Birmingham West Midlands. Nash shipped

10295-607: The best chance of reaching a larger market by building small cars. He directed Nash towards developing the first compact of the post-war era, the 1950 Nash Rambler , which was marketed as an up-market, feature-laden convertible. Mason orchestrated a contract manufacturing arrangement with Austin of the UK to build Nash's new subcompact car, the Metropolitan . It was introduced in March of 1954. The full-size Nash Airflytes were wholly re-designed for

10440-413: 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 1925 model year, Nash introduced

10585-408: The cars were now called "Ambassador Special". The 1957 models were the first cars equipped with "quad" headlights as standard equipment. They were vertically stacked in the front fender "pontoons". The 1957 models featured enlarged front wheel well openings to almost "normal" size. The wheels were now 14-inch with standard 8.00x14 tires. The standard engine for the 1957 Ambassador was AMC's own V8 ,

10730-436: The compact-sized Ramblers that were identical save for the "Nash" or "Hudson" badging. Although the "senior" Nash and Hudson models continued to be marketed, sales of the Rambler were powering the company's bottom line. As the compact Rambler's fortunes increased, sales of the senior Nash cars, including the Ambassador, decreased. A total of 21,428 Ambassadors were built in 1954. The Airflyte styling entered its final season with

10875-570: The companion marque strategy, the gap between the Chevrolet and the Oakland would be filled by a new marque named Pontiac, a quality six-cylinder car designed to sell for the price of a four-cylinder. The wide gap between Oldsmobile and Buick would be filled by two companion marques: Oldsmobile was assigned the up-market, V8 engined Viking , while Buick was assigned the more compact six-cylinder Marquette brand. Cadillac, which had seen its base prices soar in

11020-562: The company's individual automobile marques into specific price ranges, called the " General Motors companion make program ". The Chevrolet was designated as the entry-level product. Next, (in ascending order), came the Pontiac , Oakland , Oldsmobile , Viking , Marquette , Buick , LaSalle, and Cadillac . By the 1920s, certain General Motors products began to shift out of the plan as the products improved and engine advances were made. Under

11165-592: The company. Sales of all automobiles were dismal during the Great Depression in the United States , yet Nash prospered and was the only company other than General Motors to make a profit in 1932. The 1933 Nash models remained largely unchanged after the major styling and engineering transformations of early 1932 and were still described as "really a thing of beauty." For 1934, Nash introduced an entirely new styling theme called "Speedstream" that featured generous use of ornamental moldings in body panels and fenders in

11310-505: The design was a combination of the Italian coachbuilder with ideas from Edmund E. Anderson , the lead designer at Nash. The new cars had more conventional lines than the previous 1949 through 1951 Ambassadors and they received several design awards. The large "envelope-bodied" sedans followed the pattern of Nash's enclosed wheels along with now larger die cast "toothy" grille bars. Several European touches were incorporated into production such as

11455-464: The economies of scale. The independents also lacked the Big Three's extensive dealer network or advertising budget. Low-profit Rambler sales gradually made up more and more of Nash's total production. In 1953 and 1954, Ford and GM also waged an all-out price war on each other, further damaging the independents' sales. Mainline Nashes also lacked body styles; despite introducing a hardtop coupe in 1952, there

11600-541: 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

11745-403: The engine bay, the combined heating and cooling system had cold air for passengers enter through dash-mounted vents. Competing systems used a separate heating system and an engine-mounted compressor with an evaporator in the car's trunk to deliver cold air through the rear package shelf and overhead vents. The alternative layout pioneered by Nash "became established practice and continues to form

11890-609: The entry-level marque Ajax . The Ajax was produced in the newly acquired Mitchell Motor Car Company plant in Racine, Wisconsin . Mitchell was the manufacturer of Mitchell-brand automobiles between 1903 and 1923. Sales of Ajax automobiles, while quite respectable, were disappointing. It was believed that the same car would sell better if it were called a Nash. Thus, the Ajax became the "Nash Light Six" in June 1926, and sales improved as expected. In an unusual move, Nash Motors offered all Ajax owners

12035-517: The existing chassis with a modified 600 front end and cab along with an outsourced cargo bed. 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. The aerodynamic 1949 Nash "Airflyte"

12180-428: The expertise shared between Kelvinator and Nash. This was the first hot-water car heater to draw fresh air from outside the car and is the basis of all modern internal combustion engine car heaters in use today. Also in 1938, Nash, along with other car manufacturers Studebaker and Graham , offered vacuum-controlled shifting, an early approach to removing the gearshift from the front floorboards. Automobiles equipped with

12325-542: 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 320 cu in (5.2 L) 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

12470-440: The front end. A redesigned instrument panel was a major change inside. The base trim was called "Super," while the higher "Custom" models featured a continental spare tire carrier, and many other upgrades were available in four-door sedan and two-door "Country Club" hardtop forms. The standard 252.6 cu in (4.1 L) I6 was now rated at 130 hp (97 kW; 132 PS) at 3,700 rpm with its 7.6:1 compression ratio and

12615-544: The heady 1920s, was assigned the LaSalle as a companion marque to fill the gap that existed between it and Buick. What emerged as the LaSalle in 1927 was introduced on the GM C platform with the Cadillac V8 . The 1927 LaSalle was designed by Harley Earl , who had a 30-year career at General Motors, eventually gaining control of all design and styling at General Motors. Prior to the 1927 LaSalle, automobile design essentially followed

12760-405: The heavily facelifted 1955 versions created under the direction of Edmund E. Anderson . "Scenaramic" wrap-around windshields accompanied a new front-end treatment with a new oval grille incorporating the headlights. The front fenders featured raised front wheel arches that showed more of the front wheel and tire than Nash had revealed since the 1949 models debuted. Ambassadors were now available with

12905-489: 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. 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

13050-607: The introduction of seven-passenger sedan and limousine models carried through the 1934 model year. The Ambassador remained in the Advanced Six range until 1930, when the model was moved to the "Nash Twin Ignition Eight" series. In 1931, the more straightforward "Eight-90" designation replaced the cumbersome model name. Grand luxury cars during the 1930s included Packard, Lincoln, Duesenberg as well as those made by Nash. These were "luxuriously trimmed, beautifully designed and built bodies, custom-built to individual order, finished off

13195-566: The job: Nash would acquire controlling interest in Kelvinator, which at the time was the leading manufacturer of high-end refrigerators and kitchen appliances in the United States. As of 4 January 1937, the resulting company was known as Nash-Kelvinator . As a brand name, Nash continued representing automobiles for the merged firm. This was the largest merger of companies in two different industries until then. In 1938, Nash introduced an optional conditioned air heating/ventilating system, an outcome of

13340-488: 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

13485-415: 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

13630-403: The least expensive Cadillac. Its mission was not to fill a price gap, but to keep the luxury-car division out of the red. But as the economy began to recover, the LaSalle did not, at least not commensurate with the economy. Sales were 7,195 in 1934, 8,651 in 1935 and 13,004 in 1936 while Buick appeared to be more attractive yet frugal. To further emphasize that the 1935 LaSalle was improved from

13775-477: 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

13920-419: The longest-lived automobile nameplates in automotive history" as of the late-1970s. Nash Motors' first use of the name Ambassador was during the 1927 model year when a specially trimmed four-door, five-passenger club sedan version of the "Nash Advanced Six" (designated model 267) was developed. As the most expensive car in the line, the Ambassador received premium upgrades in upholstery and other trim items for

14065-582: The mainstream luxury brand, and concentrated on Cadillac being more elusive and unique to protect the brand image. The introduction of the "Art and Colour Section" headed up by Harley Earl and a shared design theme in all GM products further complicated the brand distinction between the original brands in that the only differences among Oldsmobile, Buick, LaSalle, and Cadillac were exterior design appearance, wheelbase length, and colors, while charging extra due to marketing and pricing objectives. In his 2013 article, "GM's Road Not Taken", Robert Cumberford reviewed

14210-406: The mainstream" by making "cars noticeably different from those of the mainline Big Three producers." Nash's Vice President of Engineering, Nils Eric Wahlberg, had access to a wind tunnel during the war and believed that future cars should take advantage of aerodynamics to achieve many benefits. The company used revenue from its wartime contracts to develop a car that was "the most streamlined form on

14355-595: The medium priced Packard One-Twenty had consistently outsold the LaSalle by an average of 72 percent over the six-year period 1935–1940 inclusively. It was decided to fold the LaSalle into the more prestigious Cadillac marque. LaSalle did not have the time to develop a prestigious name before the onset of the Great Depression and did not have the opportunity afterward. The Great Depression , combined with LaSalle's stalling sales numbers, caused Cadillac to rethink its companion make. Both Buick and Oldsmobile had eliminated

14500-449: The model that historian David Brownell famously dubbed 'Kenosha's Duesenberg.'" The Classic Car Club of America (CCCA) recognizes all Nash 1930 Series 490, 1931 Series 890, and 1932 Series 990 as "Approved Classics." In mid-1932, Nash established the "Ambassador Eight" as a stand-alone model range, offered in several body styles, including coupes and victorias . Riding on 133-inch (3,378 mm) or 142-inch (3,607 mm) wheelbases ,

14645-503: The more technologically advanced overhead valve straight-eight engine exclusive to Buick. The LaSalle was the first Cadillac to use hydraulic brakes sourced from Bendix and various components were sourced from within different GM Divisions in order to cut production costs. The Oldsmobile engine was not assembled by Oldsmobile then supplied to the LaSalle factory, instead the parts were sent to the LaSalle factory and assembled by Cadillac-trained LaSalle assembly teams to authentically declare it

14790-406: The oil system drew the test to an early close. The Series 303 continued for 1928, and as LaSalle sales began to progress, engineering advancements, appearance changes and optional equipment choices continued. Shock absorbers were now sourced from Lovejoy hydraulic units and the clutch was now upgraded to twin discs. The list of available coachwork choices from Fisher expanded to eleven selections on

14935-439: 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

15080-545: 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

15225-469: The passenger compartment and the trunk. Two adults could sleep in the car with their legs and feet in the trunk and their heads and shoulders on the rear seat cushions. In 1949, this arrangement was modified so that fully reclining front seatbacks created a sleeping area within the passenger compartment. In 1950, these reclining seatbacks were made to lock into several intermediate positions. Nash soon called these "Airliner Reclining Seats". In 1939, Nash added

15370-506: The patent application was filed on Nov. 28, 1932. It was assigned to the Ternstedt Manufacturing Company, a GM subsidiary that manufactured components for Fisher Body and they were introduced on the Series 50 in 1934. The Series 50 was also no longer available with a V8, which was a distinction shared with all Cadillacs, and now only available with an Oldsmobile sourced flathead inline-eight, while Buick continued to offer

15515-718: The plant built Rambler vehicles from knock-down kits until 1971. CMI eventually became "Toyota New Zealand". 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. LaSalle (automobile) The LaSalle had its beginnings when General Motors' CEO Alfred P. Sloan noticed that his carefully crafted market segmentation program

15660-448: 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. 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. While a welcome attempt to improve Nash's stodgy image,

15805-476: The previous Ambassador was discontinued in favor of unibody construction for the new 1949 models, a design the company introduced to the mass market in 1941 with the 600 series cars. The Ambassador series continued to have a 121 in (3,073 mm) wheelbase and the automaker claimed the new chassis design included 8,000 welds making its "1 1/2 to 2 1/2 times as rigid as conventional cars." After Nash rolled out its Airflyte body style, Ambassador sales enjoyed

15950-566: The previous model, the name was, again, changed to Series 35-50, dropping the "model" designation, while the vehicle was largely the same with the usual appearance, options list changes, and mechanical advancements. Meanwhile, the Packard One-Twenty had been introduced in 1935 and was very successful. For 1936 the LaSalle was renamed the Series 36-50 and had additional competition from the Lincoln-Zephyr , introduced in 1936. The 1937 LaSalle

16095-438: The previously exposed radiator, which was shared with Cadillac and Pontiac for that year. Earl's other contribution was the modern, airplane-styled, semi-shielded portholes along the side of the hood. All bodies were now made by Fleetwood . 1933 was the first year all GM vehicles were installed with optional vent windows which were initially called “No Draft Individually Controlled Ventilation” later renamed "Ventiplanes" which

16240-460: The rear fenders, elongated to incorporate vertical taillights, a new conventional dashboard replacing the Uniscope mounted on the steering column, and a new upright bar grille with horizontal parking lights as well as the addition of GM Hydramatic as a Statesman option. The three best sales years for Nash up to that time were 1949, 1950, and 1951. Nash-Kelvinator's president, George Mason, felt Nash had

16385-443: The rear with big "lollipop" taillights, and the cars were offered in a variety of two- and three-tone color schemes. The Ambassador line up was reduced to Super sedans with I6 engines as well as V8 powered Super and Custom sedans and the hardtop Custom Country Club. The Packard V8 was available through April 1956, after which AMC installed its 250 cu in (4.1 L) V8 engine producing 190 bhp (142 kW; 193 PS) and

16530-481: The redesigned and lower-priced LaSalle , Auburn V-12 , REO-Royale 8 , Buick Series 34-90 , and the Chrysler Imperial Airflow . The CCCA has recognized all 1932 Series Advanced 8 and Ambassador 8, as well as the 1933 and 1934 Nash Ambassador 8, as "Approved Classics." The 1935 model year saw yet another complete re-styling known as "Aeroform" with a further trimming of body styles. A new two-door sedan

16675-443: 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

16820-504: The restoration of GM's 1955 Motorama La Salle II Roadster. Cumberford likened the Roadster to a harbinger of GM's future. While the Roadster concept showcased important new technology, including an aluminum block, double overhead cam and fuel-injected V6, the technology went unrealized. GM instead emphasized styling over engineering advancement for the decades that followed and did not bring "an aluminum block, fuel-injected, overhead-cam V-6 into production until 2004". Cumberford described

16965-432: The reverse-slanted C-pillars and an interior fishnet "parcel holder" mounted above the windshield for keeping maps and sunglasses. Nash claimed that the Ambassador's comfort and luxury features were so advanced "that other new cars seem outdated in comparison" and advertised the Ambassador as having the broadest and most comfortable seating. The 1952 unit-body design "were good-looking notchbacks" that "looked like nothing on

17110-465: The road" and lower by 6 inches (152 mm) than the previous designs. Mason was also a convert to build a large aerodynamically clean family car for the postwar market and even championed the design's enclosed wheels as a bold innovative feature. The resulting car reflected aerodynamic notions of its era, with a rear half resembling the 1935 Stout Scarab . Nash continued to use the Ambassador name on its top models in 1949. The separate frame chassis of

17255-405: The road," and the cars continued into 1954, almost unchanged. The 1955 models received a revised front grille with integral headlamps. The rear end was redesigned with more pronounced tailfins for 1956, while the final year saw a new front end with "quad" headlamps or two stacked headlamps per side. The 1952 Ambassador was available in the "Super" and "Custom" series as a two- or four-door sedan and

17400-438: The same bodies with the 600 but placed this unibody structure on top of a conventional frame, resulting in a robust design. Post- World War II passenger car production resumed on 27 October 1945, with an Ambassador sedan first off the assembly line. There were a few changes from the 1942 models. The extended, slimmer upper grille bars and a projecting center section on the lower grille were most noticeable. The 600 models featured

17545-442: The shorter 128 in (3,251 mm) while only Fisher offered an additional three coachwork choices on the longer 134 in (3,404 mm). For 1927, the most exclusive Fleetwood body was the Transformable Town Cabriolet at US$ 4,700 ($ 82,439 in 2023 dollars ). The LaSalles of this era were equipped with Cadillac's "Ninety Degree V-8", making the car fast, while its smaller size made it sportier and more agile. On June 20, 1927,

17690-472: The third design was most likely to have been a LaSalle, with that platform being assigned exclusively to LaSalle, and that the second design, whose platform was shared with the Series 61, was the next-most-likely. In 1941, sales of the Cadillac Series 61 and 63 were 29,258 and 5,030, respectively. In retrospect, LaSalle sales initially had exceeded Cadillac's since 1933, but since its introduction in 1935,

17835-543: The time the decision was made to drop the LaSalle, at least three wood-and-metal mockups had been made for potential 1941 LaSalle models. One was based on the notchback GM C platform , which ended up being shared by the Cadillac Series 62 , the Buick Roadmaster and Super , the Oldsmobile 90 , and the Pontiac Custom Torpedo . A second was based on the fastback GM B platform , which was eventually shared by

17980-415: The top-line Custom. Power was provided by an 82- horsepower (61 kW), 176-cubic-inch (2.88 L) flathead I6 cylinder in the 600 and a 112- horsepower (84 kW) OHV , 234-cubic-inch (3.83 L) I6 in the Ambassador. In 1949, Nash became the first American car with seat belts as a factory option. They were installed in 40,000 cars, yet buyers did not want them and had dealers remove them. There

18125-409: The wheel and leaving France to continue in their original car without him. On the final stage Piero Taruffi , arguably the most experienced road racer in the field, had moved his Alfa Romeo 6C up to the fourth position when Turner passed him in the mountains by bumping the Italian "Southern-style" until he yielded. Taruffi repassed the Nash when a flat tire temporarily halted it. At the finish, Taruffi

18270-454: 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 few changes for the 1950 Airflytes were a wider rear window, concealed fuel filler cap, some dashboard features, and the addition on Ambassadors of a GM Hydramatic automatic transmission option. The 600 models were renamed

18415-610: 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),

18560-428: Was added retaining the 134" wheelbase used the previous year. The Cadillac Heron or Goddess hood ornament made the options list for US$ 20 ($ 365 in 2023 dollars ) while the latest fashion accessory called a radiator rock screen could be installed for US$ 33 ($ 602 in 2023 dollars ). From the mid-1910s, a V8 engine was regarded as a luxury expectation, while other manufacturers remained with straight-8 engines, but in 1932

18705-544: Was added to the Ambassador Eight series. However, the 1935 Ambassador Eight was now built on a shorter 125-inch (3,175 mm) wheelbase and used the smaller, former Advanced Eight engine. Nash discontinued manufacturing and marketing the big models of the 1930 through 1934 era. While the Ambassador had been offered only with Nash's in-line eight from mid-1932 through 1935, the 1936 Ambassador Six added Nash's largest, 234.8 cu in (3.8 L) in-line six as well, in

18850-406: Was also the only Ambassador ever powered by an L-head engine. Nash would remain with this model arrangement through the post-war 1946 through 1948 model years, although the 600 would no longer be known as an Ambassador. Civilian car and truck production was curtailed during World War II (1942–1945), and companies turned to production that became part of the "arsenal of democracy." When production

18995-520: Was available with optional dual-range Hydramatic automatic transmission or a Warner Gear overdrive unit. Due to materials restrictions caused by the Korean War , Nash sales, like many other carmakers, dropped off sharply in 1952. The Ambassador received minor changes, such as small chrome spacers on the cowl air scoop. Ambassadors were available with dual carburetors and a high-compression aluminum head producing 140 hp (104 kW; 142 PS) as

19140-434: Was beginning to develop price gaps in which General Motors had no products to sell. In an era when American automotive brands were typically restricted to building a specific car per model year, Sloan surmised that the best way to bridge the gaps was to develop "companion" marques that could be sold through the current sales network. As originally developed by Sloan, General Motors' market-segmentation strategy placed each of

19285-447: Was called the Series 37-50, a naming convention that would continue with the last LaSalle Series 40-50 and 40-52. For 1937, Cadillac made the LaSalle its own again, giving it the designation Series 37-50 and the 322 cu in (5.3 L) monobloc V8 of the Series 60 , new styling, a lower price range, and a heavy promotion emphasizing that the car was completely Cadillac-built. It

19430-576: Was essentially identical to the Cadillac Series 61 . The narrow radiator grille opening was retained and was flanked by additional side grille work which aided in heat dissipation from the engine. Headlights, which had moved down and been secured to the body between the grille and the fender, were again attached to the radiator shell. LaSalle also added a sunroof , marketed as the "Sunshine Turret Top". Sales climbed from 15,501 in 1938 to 23,028 in 1939. The final 1940 LaSalles were introduced in October 1939 with

19575-529: Was in Turner's sights, but Turner ended ahead in elapsed time, beating Taruffi by 3.5 minutes. This put Turner in third place overall, behind a Cadillac 62 . He was disqualified when a quick review by the race officials showed that the rules specifically prohibited changing a car's crew. Bill France eventually crashed out of the race. Still, the damaged car was driven back to the United States, where France and Turner used it for an entire season of dirt track racing in

19720-433: Was manufactured by Cadillac engineers. The LaSalle sales department further invited clients to witness the cars being manufactured and listed the different companies that sourced various items that were used to manufacture the 1934 LaSalle. This LaSalle Series 50 Model 350 listed at US$ 1,550 ($ 35,303 in 2023 dollars ) for a choice of coupes, sedans or convertibles and was now priced US$ 1,000 ($ 22,776 in 2023 dollars ) below

19865-453: Was no convertible or station wagon, although the Rambler lineup featured all of these versions. In addition, 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 . Mason commissioned Farina to design

20010-425: Was priced well below systems offered by other carmakers (in 1955, Nash offered it at US$ 345, against $ 550 for Oldsmobile or $ 570 for Chrysler); other makers, such as Ford, did not even offer optional air conditioning. (At the time, even a heater was not always standard equipment.) The Ambassador continued with only a few changes. A new "floating" grille concave grille and partially chromed headlamp bezels were added to

20155-487: Was reintroduced in 1934 as a lower-priced companion to Nash. LaFayette ceased to be an independent marque with the introduction of the 1937 models. From 1937 through 1940, the Nash LaFayette was the lowest-priced model, replaced by the new unibody Nash 600 for the 1941 model year. Before retiring, Charles Nash chose Kelvinator Corporation head George W. Mason to succeed him. Mason accepted, but placed one condition on

20300-451: Was resumed after the war, the Eights were no longer part of the program. The 1946 Ambassador Six was now the top of the Nash line. In 1946, Nash introduced a wood-paneled version of the Ambassador called the "Suburban". Featuring high-quality ash framing, with mahogany paneling supplied by Mitchell-Bentley of Owosso, Michigan , the Suburban coachwork was based on the handsome "slipstream" sedan,

20445-508: Was the all-new Buick Series 50 coupe or sedan with a straight-eight engine with a similar appearance and a Fisher Body for US$ 1,540 ($ 28,088 in 2023 dollars ) while a LaSalle Series 340 sedan was listed at US$ 2,565 ($ 46,783 in 2023 dollars ). The 1931 LaSalle's engine was again upgraded and the Series 345-A appeared with the same appearance, engineering and optional equipment changes. Fisher and Fleetwood coachwork choices were again changed based on popularity, and additional optional equipment

20590-416: Was the first car of an advanced design introduced by the company after the War. Its aerodynamic body shape was developed in a wind tunnel. A "radically aerodynamic" format was first proposed around 1943 by two independent designers, Ted Pietsch and Bob Koto, to Nash's vice president of engineering, Nils E. Wahlberg. The resulting all-new 1949 production cars were similar to the proposed sketches. The objective

20735-633: Was the principal stockholder in LaFayette Motors , a company started in Indianapolis, Indiana in 1920. It later moved to Milwaukee, Wisconsin , and became the producer of a large, powerful, and expensive luxury car. Other significant stockholders were Charles W. Nash and his friends and business associates. However, the LaFayette cars did not sell well. In 1924, Nash absorbed LaFayette and converted its plant to produce Ajax automobiles. The LaFayette marque

20880-405: Was to reduce the automobile's body's drag coefficient by using a smooth shape and enclosed front fenders. Closed fenders were conceived by Nash engineers also in the exploration for added strength of unibody construction. In contrast, Hudson, a close competitor, incorporated an actual unibody frame section into its closed rear wheel openings at about the same time. The "cutting-edge aerodynamics" of

21025-511: Was too late. Model year sales of 32,000 LaSalles was a great improvement, but it remained far behind the Packard. A 1934 LaSalle Series 50 Model 350 was chosen as the Pace Car for the Indianapolis 500 , and a 1937 LaSalle Series 37-50 convertible also served as an Indy 500 Pace Car . In its final years, the LaSalle Series 39-50 was once again more Cadillac-like in its appearance and details, and

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