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La lista de modificaciones después de salir de la fábrica es larga e incluye suspensión, dirección y, obviamente, llantas y ruedas. Es aquello que llaman un restomod.
Nash Metropolitan. Seen in the Helena,Montana valley.
Looks like it has been a donor car. Lots of parts are gone.
Alongside the Grinling Gibbons exhibition was one on John Nash: The Landscape of Love and Solace, featuring over 170 of his works. Also included were a number of works by John’s older brother Paul (1889-1946). I’m afraid I find it very easy to confuse the two, partly because both served in the Artists’ Rifles in World War I, both became official war artists and both also served as war artists in WWII. Not surprisingly, their work created in the trenches covered the same subject, and both suffered what would now be considered PTSD, but I also think their styles were also similar. Both were invited to illustrate the very popular Shell Guides to the English counties, Paul doing Dorset while John tackled Buckinghamshire. Although John had no formal artistic training, his love of plants and nature led him to produce landscapes and he held a joint exhibition with Paul at the Dorien Leigh Gallery, in London in 1913 which was very successful.
Initially, John Nash's health prevented him from enlisting at the outbreak of the First World War but from November 1916 to January 1918 he served in the Artists’ Rifles, the same unit that his brother had joined in 1914. He served as a sergeant at the Battle of Passchendaele and at the battle of Cambrai. Of the 80 men in his company who were at Cambrai that day, 68 were killed or wounded in the first few minutes. Nash was one of just 12 who survived. On the recommendation of his brother, Paul worked as an official war artist from 1918.
This is another rural scene, this time a woodcut, but I didn't record its date.
With its chromed grille, two-tone paintwork and spare wheel at the rear it was a smaller version of mainstream American cars. And that was precisely what George W. Mason, president of the Nash car company, had in mind. The Metropolitan was positioned as a car perfectly suitable for shopping or daily commuting.
However, Nash did not have the production facilities to build such small cars (!) and sought a joint venture with European manufacturers. An agreement was reached with Austin in 1952 to have the car built there, using primarily Austin components including the 1.2 litre A-Series engine. It was the first time that an American car intended for the North American market was produced in Europe. From 1956 onwards the car was also sold in Europe under the Austin name.
Its attractive appearance soon gave the car a certain cult status. Famous Metropolitan owners included HRH Princess Margaret of Great Britain, singers Phil Collins and Elvis Presley, American TV presenter Jay Leno and actor Paul Newman, proving that it was not only of interest to women.
Louwman Museum
Den Haag - The Hague
Nederland - Netherlands
January 2013
Please use the link below to hear a song which was quite popular in the early 1960's. which I think ties into the picture, hope you enjoy it. - Cheers
www.youtube.com/watch?v=kk-LH0-Wq4g
The Nash Rambler Metropolitan was produced in the US but had a British power train in the form of an Austine 4 cylinger engine.
Nikon D7000
Tamron 17-50mm f2.8 xr di
Cokin P121
I managed 15-20 minutes at Nash Point before the heavens opened. Certainly a place I'd like to revisit in the future, lots of photographic opportunities here.
Finalmente o Nash ganhou algumas peças de roupa e sapatos novos... *-*
Pela primeira vez, eu vi na Ri Happy essas cartelinhas, que à tempos não via, e por isso, não perdi a oportunidade... E o melhor são essas mini vans xadrez! Mais fofo!
Aos poucos meu menino vai ganhando mais personalidade e estilo...
We went to a campervan show today at Broadlands near Romsey, and they had this fabulous old car - a Nash Airflyte according to the back of it.
The background was less than ideal, so I've tried to decrease the DoF and blur it out - not hugely successfully. On the big version, the edges are very noticeable, but it's not too bad on this scaled-down one. I hope.
I converted it to b&w in Silver Efex Pro 2, with a little selective colour on the red logo. It's one of those shots that never looks straight & level, no matter what I do.
Happy Easter!
A Nash 2 ton water truck being filled. This truck was used to wash streets down during an influenza outbreak. Colorized by me.
Bain News Service,, publisher.
Nash
[no date recorded on caption card]
1 negative : glass ; 5 x 7 in. or smaller.
Notes:
Title from unverified data provided by the Bain News Service on the negatives or caption cards.
Forms part of: George Grantham Bain Collection (Library of Congress).
Format: Glass negatives.
Rights Info: No known restrictions on publication. For more information, see George Grantham Bain Collection - Rights and Restrictions Information www.loc.gov/rr/print/res/274_bain.html
Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print
Part Of: Bain News Service photograph collection (DLC) 2005682517
General information about the George Grantham Bain Collection is available at hdl.loc.gov/loc.pnp/pp.ggbain
Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/ggbain.38265
Call Number: LC-B2- 6384-6
11 ème Traversée estivale de Paris 2018 en anciennes
Chassis no. E95521
•Livrée neuve au Canada
1961 dernière année de production .
fin de stock vendue en 1962
The Nash-Healey is a two-seat sports car that was produced for the American market between 1951 and 1954. Marketed by Nash-Kelvinator Corporation with the Nash Ambassador drivetrain and a European chassis and body, it served as a halo (or image) vehicle, or flagship car, for the automaker to promote the sales of the other Nash models. It was "America's first post-war sports car",[2] and the first introduced in the U.S. by a major automaker since the Great Depression.[3] The Nash-Healey was the product of the partnership between Nash-Kelvinator Corporation and British automaker Donald Healey. Later on, the car was restyled by Pinin Farina and subassembly begun in Italy.Donald Healey and Nash-Kelvinator CEO George W. Mason met on the Queen Elizabeth, an ocean liner going from the United States to Great Britain. Healey was returning to England after his attempt to purchase engines from Cadillac, but General Motors declined his idea. His idea was to expand production of the Healey Silverstone that race car driver Briggs Cunningham had customized with Cadillac’s new 1949 overhead-valve V8 engine.[4] Mason and Healey met over dinner and a production plan ensued during the remainder of the voyage. The two became friends because they were both interested in photography. Mason had a stereo (3-D) camera that intrigued Healey.
1951
1951 Nash-Healey
Nash Motors supplied the Donald Healey Motor Company with the powertrain components: the Ambassador’s inline six-cylinder OHV 234.8 cu in (3.85 L) engine and three-speed manual transmission with Borg-Warner overdrive, plus torque tube and differential. Healey fitted a lighter, higher-compression aluminum cylinder head (in place of the cast-iron stock item) with twin 1.75-inch (44 mm) SU carburetors that were popular on British sports cars at the time. This increased power from the stock 112 hp (84 kW; 114 PS) version to 125 hp (93 kW; 127 PS). Compared to other contemporary British sports cars, the Nash-Healey's engine was long, heavy, and bulky.[5] However, Donald Healey's original plan was to use an even heavier 331 cu in (5.4 L) Cadillac V8 engine and the car was designed with an engine bay that allowed a few later owners to convert their cars to V8 power.[6]
The chassis was a widened and reinforced Healey Silverstone[7] box-section ladder-type steel frame. Independent front suspension, also Healey Silverstone, was by coil springs, trailing link, and a sway bar. The rear suspension featured Nash's rear end and coil springs replaced the Silverstone’s leaf springs, while the beam axle was located by Panhard rod.
Healey designed the aluminum body, but it was outsourced. Panelcraft Sheet Metal of Birmingham fabricated the body.[8] It incorporated a Nash grille, bumpers, and other trim.[9] Healey was responsible for the car's final assembly.
The car had drum brakes all round. Wheels were steel, dressed up with full-diameter chrome hubcaps and 4-ply 6.40 x 15-inch whitewall tires. The interior featured luxurious leather upholstery, foam rubber cushions, adjustable steering wheel, and a cigarette lighter. Completed vehicles were shipped to the United States for sale through the Nash dealership network.
A prototype was exhibited at the Paris Motor Show in September 1950. The production model debuted at the February 1951 Chicago Auto Show and Donald Healey gave the first example to Petula Clark.[8] The only colors available were "Champagne Ivory" and "Sunset Maroon", and the suggested retail price (MSRP) of US$3,767 F.O.B. New York City proved uncompetitive.[10]
Restyle
1952 Nash-Healey roadster
Nash-Healey roadster
1952
For 1952, Nash commissioned Italian designer Pinin Farina to revise Healey's original body design. One objective was to make the sports car more similar to the rest of Nash's models. The front received a Nash-style gille incorporating inboard headlights. The sides now featured a distinct fender character lines ending with small tailfins in the rear. A curved windshield replaced the previous two-piece flat windshield. The restyled car appeared at that year's Chicago Auto Show.[11]
Carrozzeria Pininfarina in Turin built the bodies which, save for aluminum hood, trunk lid and dashboard, were now all steel.[12] The aluminum panels, plus careful engineering, reduced curb weight.[13] The Nash engine was now the 252 cu in (4.1 L) with American-made twin Carters producing 140 hp (104 kW; 142 PS).
Shipping costs were considerable: From Kenosha, Wisconsin the Nash engines and drivelines went to England for installation in the Healey-fabricated frames. Healey then sent the rolling chassis to Italy, where Pininfarina's craftsmen fashioned the bodywork and assembled the finished product. Finally Farina exported the cars to America. The result was a $5,908 sticker price in 1953, while the new Chevrolet Corvette was $3,513.[14]
1953
The 1953 model year saw the introduction of a new closed coupé[15] alongside the roadster (now termed a "convertible"). Capitalizing on the 3rd place finish at Le Mans by a lightweight racing Nash-Healey purpose-built for the race (see below), the new model was called the "Le Mans" coupé.[16] Nash had already named the powerplant the "Le-Mans Dual Jetfire Ambassador Six" in 1952, in reference to the previous racing exploits of the lightweight competition cars.[13]
Some describe the new design as "magnificent".[17] Some "people didn't take to the inboard headlights".[18] This headlight mounting was described as "Safety-Vu" concentrating illumination, and their low position increased safety under foggy situations. The 1953 "Le Mans" model was awarded first prize in March of that year in the Italian International Concours d'Elegance held at Tresa, Italy.[19]
1954 Nash-Healey "Le Mans" coupé
The Nash Ambassador inline-six engine with twin Carters
Leveraging the popularity of golf to promote their cars, Nash Motors and Nash dealers sponsored what the automaker described as "more than 20 major golf tournaments across the country" in 1953, and golfer Sam Snead was shown with his Nash-Healey roadster on the cover of the June 1953 issue of Nash News.[20][21]
A roadster owned by Dick Powell was driven by George Reeves, as Clark Kent, in four TV episodes of the Adventures of Superman.[22][23]
1954
Nash Motors became a division of American Motors Corporation (AMC) that was formed as a result of a merger with Hudson Motor Car Company in January 1954. Nash was faced with limited resources for marketing, promotion, and further development of this niche market car in comparison to its volume models.[24] By this time AMC knew that a similar luxurious two-seat Ford Thunderbird with V8 power was being planned. In light of the low sales for the preceding years, Nash delayed introduction of the 1954 models until 3 June and discontinued the convertible, leaving just a slightly reworked "Le Mans" coupé, distinguished by a three-piece rear window instead of the previous one-piece glass.
Healey was focusing on its new Austin-Healey 100, "and the Nash-Healey had to be abandoned."[25] Although the international shipping charges were a significant cost factor, Nash cut the POE (port of entry) price by more than $1,200 to $5,128. Production ceased in August. A few leftover 1954s were sold as 1955 models.[26]
Racing
Panamericana pace car
A Nash-Healey served as the course car for the 1951 Carrera Panamericana, described as one of the most dangerous automobile race of any type in the world. Driven by Chuck Stevenson, the Nash-Healey ran ahead of the racers to ensure the way was clear on "the world's greatest road race".[27]
Endurance racers
To create a racing pedigree for the marque Donald Healey built four lightweight Nash-Healeys for endurance racing[28] Like the road cars, they had Nash Ambassador engines and drivelines. However, fitting higher-compression aluminum cylinder heads, special manifolds, and twin SU carburetors increased their power to 200 hp (149 kW; 203 PS). The cars had spartan, lightweight aluminum racing bodies. Three open versions were built, and one coupe. These cars competed in four consecutive Le Mans races and one Mille Miglia.
1950 Le Mans
Tony Rolt and Duncan Hamilton debuted the prototype at Le Mans in 1950. It was the first-ever Le Mans entry to have an overdrive transmission. Not only was the car one of the 29 finishers from the field of 66,[29] but also finished in fourth place. This outstanding achievement sealed Healey’s contract with Nash for a limited production run of the road cars.[30] Roger Menadue, head of Healey’s experimental department, played a significant role in the success: He filed slots in the backplates of the brakes and extended the adjusting mechanism to a small exterior lever. Thus in a matter of seconds he could adjust the brakes during pit stops without jacking the car up—an innovation that was said to save as much as half an hour at each stop.[31]
1951 Le Mans
In the 1951 Le Mans race Rolt and Hamilton (who would win two years later in a Jaguar C-Type) took fourth in class and sixth overall behind a Jaguar, two Talbot-Lagos and two Aston Martins. They finished immediately ahead of two Ferraris and another Aston Martin.[32]
1952 Le Mans
Scale model of the lightweight Nash-Healey that placed third in the 1952 Le Mans 24-hour race
1952 Le Mans racer (model)
In the 1952 Le Mans race, when only 17 of the 58 starters finished, the entry driven by Leslie Johnson—a driver with the flair of Nuvolari, said Louis Chiron—and motoring journalist Tommy Wisdom[33] took third overall behind two factory-entered Mercedes-Benz 300SLs; also first in class, ahead of Chinetti's Ferrari, and second in the Rudge-Whitworth Cup for the best performance over two consecutive years. In addition they won the Motor Gold Challenge Cup. The drivers said the car was more nimble through the corners than its more exotic competitors. It delivered 13 mpg-US (18 L/100 km; 16 mpg-imp) and the engine needed no oil or water during the entire 24 hours.[34] The car had been built from scratch in a fortnight, Menadue and his assistant Jock Reid fabricating the body in less than a week, by eye, without any drawings. Healey said: “That’s an ugly bugger, isn’t it, Roger?”[31]
1952 Mille Miglia
The same year, Johnson raced the car in the Mille Miglia, the thousand-mile Italian road race that would be banned as too dangerous five years later. Daily Telegraph motoring correspondent Bill McKenzie rode as passenger.[35] They finished a creditable seventh overall to Bracco's winning works team Ferrari, the works Mercedes-Benz 300SLs of Kling and Caracciola, and three works Lancias;[36] they also took fourth in class. The coupe driven by Donald Healey and his son Geoffrey crashed out.[34]
1953 Le Mans
For the 1953 Le Mans race the factory partnered Johnson with Bert Hadley in one of two cars with redesigned bodies. Johnson started from 27th place. Although he and Hadley advanced steadily up the race order they were 11th at the finish, 39 laps behind the winning Jaguar, despite an average speed of 92.45 miles per hour (148.78 km/h)—higher than the previous year’s run to third place.[16] However, they beat both of Donald Healey's new Austin-Healey 100s. The second Nash-Healey of Veyron and Giraud-Cabantous retired after nine laps.
This concluded the factory's race program with the lightweight competition cars. The 1952 Le Mans/Mille Miglia car passed into private ownership and raced in America.[37]
Legacy
In 1956, American Motors introduced its first V8, a 250 cubic inch, overhead valve engine with a forged crankshaft, which put out an impressive 190 BHP when equipped with the base 2 barrel carburetor. In 1957, AMC bored (to 4.0 inches from 3.5 inches) its new V8 to 327 cubic inches and used it in the last year of AMC's luxury offerings, the Nash Ambassador, and Hudson Hornet. However, when installed in the Rambler Rebel, the 327 was given mechanical valve lifters and rated at 255 HP with a 4 barrel carburetor and 288 with the Bendix Electric fuel injection system. A 288 HP 327 equipped Rambler Rebel was entered in the Pure Oil Daytona competition. The 327 cubic inch Rambler Rebel was quicker than the Chrysler 300B, the Dodge D500, the Desoto Adventurer, and all other full size American cars in 1957. The only car quicker was the 4 speed manual, small block, 283 cubic inch fuel injected Corvette.
The 327 would have been quite an addition to the Nash Healey, but that was not to be. Instead, in 1962, American Motors adopted a new advertising slogan, "Why don't we enter high-performance Rambler V-8s in racing? Because the only race Rambler cares about is the human race!"[38][39] The automaker focused on its successful compact Rambler American line, mid size Rambler and luxury intermediate size Ambassador. The Ambassador when equipped with a 270 HP 327 cubic inch V8 was a powerful luxury intermediate sized offering.
AMC would not have a true sporty car until the 1965 Rambler Marlin fastback. By 1968, AMC put out the 4 seater, Javelin, and the 2 seat AMX. The Penske Javelins dominated the Trans Am series, defeating the Mustang, Camaro, Challenger and Barracuda.
Copyright © 2007 John Powell.
All Rights Reserved.
Arrived at Nash Point quite early in the day, this being my first visit I snapped away quite happily, although the light wasn't really at it's best! I still managed a few half decent shots.
2-door coupe introduced in 1952 that incorporated some European touches via input from Pininfarina (notably the reverse-slanted C-pillar), although design was a joint effort with Edmund E. Anderson. From 1954, Nash offered a scaled-down version that was manufactured by Austin of England, the Metropolitan, that is much better known and more commonly encountered today.
La Nash-Healey est une voiture de sport deux places qui a été produite pour le marché Américain entre 1951 et 1954.
Commercialisée par Nash-Kelvinator Corporation avec la transmission Nash Ambassador sur un châssis-carrosserie Européen, elle a servi de véhicule voiture-phare, pour aider le constructeur à promouvoir les ventes d'autres modèles Nash.
Une version de course, construite avec une carrosserie en aluminium, a terminé troisième aux 24 heures du Mans de 1952.
A short joint production between Nash Motors and Donald Healey Motor Company , advertised in 1951 as the first American sports car sold since the 1920’s. The ’51-’52 bodies were built by Panelcraft in England, the later 1952 to 1954 models were restyled by Pininfarina, featuring the headlights built into the grille. The car was powered by an Ambassador 6 cylinder 235 cid engine with an aluminum head and twin SU carburetors - and a 3 speed transmission.
Mojo hunting before 8 nights in Cornwall
VIEW MY GETTY COLLECTION HERE
www.gettyimages.com/Search/Search.aspx?assettype=image&am...
VIEW MY WEB SITE AND SHOP HERE
Here is my first published work even though i did it as a freebie its great seeing your work on a web site !
www.thewhitehartvillageinn.com/index.html
Here is the flickr set
North Vancouver General Hospital The Grand Farewell.
Invitational Classic Car Show.
For my video; youtu.be/k2UHf1iyhY4,
Modified