When automobile production resumed following the Second World War, Nash was slower offering its new postwar models than the other, smaller companies. Studebaker led with its dramatically new 1947s, followed in 1948 by Packard, and Hudson with its famous 鈥淪tep Down鈥� design.
Nash and the Big Three (General Motors, Ford and Chrysler) took until 1949 to introduce their full line of new models.
The 1949 Nashes were a dramatic departure from the pleasant but conventional-looking models they replaced, carrying the fenderless pontoon-body fastback shape further than the competition.
With rounded lines, permanently skirted wheels and tucked-in rear end, the new Airflyte Nash was unflatteringly called an 鈥渋nverted bathtub.鈥� Nash, however, claimed 20 per cent lower aerodynamic drag than the average, giving better fuel economy and a quieter ride. The enclosed front wheels did compromise the turning circle and tire changing, however.
In spite of their unusual styling, the new Nashes had some advanced features, including full unit construction that Nash pioneered in the American industry in its 1941 600 model. It was also among the first with a one-piece curved windshield.
Nash replaced its 鈥渇eet-in-the-trunk鈥� folding rear seat-bed dating from the 1930s with a front seat that reclined level with the back seat. This 鈥淣ash Twin Bed鈥� turned the cabin into a cosy little berth that made parents of teenage daughters seriously suspicious.
Another futuristic idea was a teardrop-shaped 鈥淯niscope鈥� instrument pod mounted atop the steering column. And the 鈥淲eather Eye鈥� fresh air heating/ventilating system was considered the best in the industry.
Nashes came as the 2,845-millimetre-wheelbase 600 and the 3,073-mm-wheelbase Ambassador, both pre-war names. Suspension was independent in front and a solid axle at the rear with coil springs all around. Mechanix Illustrated鈥檚 witty Tom McCahill said the Ambassador could 鈥渟kim over bumpy block roads like a sponge full of oil on ice.鈥�
Engines were pre-war carry-overs. The 600 had a 2.8-litre, 82 horsepower, side-valve six, while the Ambassador鈥檚 was a rugged seven-main-bearing, 3.8-litre, 112-horsepower overhead-valve six. Transmissions were three-speed manuals with optional overdrive.
Neither gave Olds 鈥淩ocket鈥� 88 drivers any scares in performance. McCahill reported zero to 97 km/h in 20.1 seconds and top speed of 119 to 124 km/h for the 600. He found the 112-horsepower Ambassador better, reaching 97 in 17.4 seconds with a top speed of 138 to 143. Good durability, low drag and stable handling gave Ambassadors some stock-car racing success.
The 1950 models were carry-over designs with some trim changes. The 600 was renamed the Statesman and the engine stroke was increased 6.35 mm, giving 3.0 litres and 85 horsepower. A new cylinder head increased the Ambassador鈥檚 power slightly from 112 to 115, and a GM-built Hydra-Matic transmission was now optional. Seatbelts were offered, an American industry first.
In 1950, Nash moved some production out of its Kenosha, Wisconsin, headquarters and began building Canadian Statesman models in Toronto, where it would continue until 1957.
To complement the big Nashes, the compact Nash Rambler arrived in 1950, first as a convertible, soon followed by a station wagon. It was also assembled in sa国际传媒.
The little Rambler鈥檚 鈥淎irflyte鈥� styling echoed that of its big brothers and it proved economical enough to top 30 mpg. It was an immediate success and the only compact produced by a smaller carmaker to endure. The Rambler would ultimately save the company for many years.
The 1951 Nashes got new vertical-bar grilles, replacing the egg-crate design. Stretched rear fenders relieved the hunched-up rear-end look, and Hydra-Matic was now available in the Statesman model.
1952 was Nash鈥檚 50th anniversary, dating from the original 1902 Rambler built by the Thomas B. Jeffery Co. They marked the occasion with restyling influenced by Italian Pinin Farina.
Although attractive enough models, Nash lost some of its characteristic bathtub look and began blending into the automotive landscape. While some critics had scorned the original Airflyte鈥檚 round rear-end styling, at least it was distinctive and in tune with the times.
This design carried Nash through to its 1954 merger with Hudson to create American Motors Corp., after which cars from the Nash side of the house would predominate. AMC鈥檚 products became a mix of Nash, Hudson and Rambler model names until 1957, when Nashes and Hudsons disappeared and all AMC cars except the tiny Metropolitan became Ramblers.
Those early 1949 to 鈥�51 bathtub Nashes that started Nash鈥檚 postwar styling revolution were comfortable, economical and distinctive cars. They were industry leaders in many ways; McCahill called them 鈥渟tandouts in looks, luxury and riding ability.鈥�
