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'Dutchie' is gemaakt door Frans Amsing. Hij bedacht de vormgeving, de verhoudingen en de details.
'Dutchie' moest niet alleen een smile overbrengen, maar ook groot en anders worden.
Zo is de grille geïnspireerd door een ridderhelm en zijn de motorkappen en uitlaat anders.
Plaatkunstenaar Martin Dijkhof heeft de huidplaat geklopt en heeft constructief meegedacht.
'Dutchie' is gebouwd op het originele chassis met motor en aandrijflijn van een Nash uit 1930. De achtcilinder-in-lijnmotor telt zestien bougies.
Het werk aan 'Dutchie', toen nog een Nash 880, is begonnen in 2014 en duurt nog wel even, want je bent eigenlijk nooit klaar met dit soort creaties.
Concours d'Élégance 2019
Paleis Soestdijk, the Netherlands.
Chantilly 2016 - Concours d'élégance
The ex-Mrs Kitty Maurice; 1959 Le Mans (Dashwood/Wilks)
1955 Frazer Nash Le Mans Coupé
Registration no. XMC 1
Chassis no. 421/200/203
Engine no. BS4/1/415
Footnotes
'A production Le Mans Coupe Frazer Nash was quite a smooth looking car for its time. It was evolved from fitting a "hard top" to a Targa Florio body style and took its name from the success of the prototype at Le Mans in 1953.' â Denis Jenkinson, 'From Chain Gang to Turbocharger'.
One of only nine Le Mans fixed-head coupés built from April 1953 to October 1956, this particular car is historically significant as the last Frazer Nash to compete at the famous French endurance classic. Chassis number '400/200/203' was raced at the 1959 Le Mans 24-Hour Race by gentleman driver John Dashwood, the car's owner, and experienced club racer W E 'Bill' Wilks. Dashwood had bought the car, registered 'XMC 1', from Frazer Nash's parent company AFN Ltd in March 1959. AFN then prepared the car for Le Mans, which included altering the method of rear axle location by fitting a Panhard rod and Rose joints in place of the original 'A' bracket. An engineer by profession, Bill Wilks did a lot of work on the car himself, including the fabrication of an additional fuel tank.
A reserve entry was organised by AFN's W H Aldington, and 'XMC 1' (competitor number '60') was fortunate enough to take its place on the grid of 55 cars. Sadly, Frazer Nash's Le Mans swan song ended in disappointment. Wilks drove for the first three hours before handing over to Dashwood, who promptly slid into the sandbank at Arnage, the crash caused by fading brakes. Wilks was quoted as saying that he had been 'confident we could go a long way' and that the car was quick, pulling around 140mph at 6,000 revs on the 3.54:1 final drive ratio. After the race the damaged steering was repaired and the car driven back to England. Together with Messrs Epstein and Hitches, Dashwood and Wilks also raced 'XMC 1' at Silverstone in August 1959, retiring with hub failure after six hours.
The Frazer Nash cars of the late 1930s had been re-badged BMWs (parent company AFN Ltd were the official importers) but after WW2 the firm returned to producing the kind of uncompromising, competition-orientated sports car that had forged its reputation in the 'chain gang' era of the 1920s. Frazer Nash had used a variety of different proprietary engines in pre-war days and when production proper resumed in 1948 it was with Bristol power units, a particularly appropriate choice given the latter's BMW origins. By the time production ceased in 1957, Frazer Nash had completed a little over 400 cars in some 33 years, yet had acquired a reputation and a fanatical following out of all proportion to the paucity of its output.
Introduced in 1953, complementing the company's successful open sports cars, the Le Mans Coupé was the first closed Frazer Nash to enter production. It used the new parallel-tube chassis frame, around which was wrapped a beautiful full-width alloy body that, with its curvaceous lines and horizontal front grille, hinted at the forthcoming Sebring roadster. The chassis boasted independent front suspension, rack-and-pinion steering, torsion bar rear suspension and twin-leading-shoe brakes, while the engine was, of course, the 1,971cc six-cylinder Bristol. Of the nine cars completed, three would race at Le Mans, the most successful being chassis number '186', which finished 13th overall in 1953 (winning its class) and 11th overall in 1954.
Completed in April 1955, chassis number '421/200/203' was ordered new by Mrs Kathleen 'Kitty' Maurice, the enthusiastic landowner/promoter of Wiltshire's Castle Combe race circuit, neighbouring what is regarded by many as Britain's most picturesque village. A Frazer Nash enthusiast, Mrs Maurice took delivery of her Le Mans Coupé in April '55, transferring the registration 'XMC 1' from her drophead coupé, chassis number '421/100/151'. The engine originally installed was 'BS4/414', which was soon replaced with 'BS4/410A' taken from chassis number '198', a Targa Florio model. A hand written specification sheet on file records the original body colour as Sea Green and lists adjustable radiator shutters and a Delaney Gallay heater as items of equipment fitted.
Mrs Maurice's Frazer Nash travelled to Le Mans in 1955 as a support vehicle for the official AFN entries but she did not keep the car for long. Its next owner, a Dr Mawe, was pictured in Autosport (26th October 1956 edition) driving it at Stapleford Airfield. He then sold the car back to AFN in November 1957 and it remained with them until purchased by John Dashwood, from whom it was repurchased by AFN after the 1959 Le Mans event. Its next owner was the well-known racing driver and motor dealer Roy Bloxham of Gerrards Cross, Buckinghamshire, who raced the car in the 1960 Autosport Production Sports Car Championship, including outings at Silverstone, Goodwood and Snetterton, finishing 10th overall and 2nd in class at the season's end.
In its 18th November 1960 edition, Autosport carried an advertisement for the Frazer Nash, which was described as a 'damaged fixed head coupé, body only damaged, disc brakes, engine full BS1 Mk III specs, with ZF.' It is presumed that the BS1 engine, disc brakes and ZF differential had been fitted by Roy Bloxam. Very few of these elderly Frazer Nash competition cars retain their original engine, and 'XMC 1' would undergo another transplant later in its life (see below).
The Frazer Nash was advertised by The Chequered Flag dealership in Autosport from May to November 1962 as 'wine red with pale beige upholstery' and in 1963 was purchased by Dr Ron Thorpe of Norwich. Dr Thorpe had the car repainted in dark green, and in December 1965 it was recorded in the Frazer Nash Register as fitted with engine number 'BS1A/MkIII/141'. In September 1969 Dr Thorpe sold 'XMC 1' to John Melville-Smith of Malvern, Worcestershire who commissioned Cleobury Garage to removed the rear suspension's Panhard rod and reinstate the 'A' bracket. The front drum brakes likewise have been reinstated but it is not known when or by whom, though they are shown in the accompanying FIA papers issued in March 1996.
The car was owned subsequently by (in order) Michael Hetherington of Peacehaven, Sussex (1971), Richard Dixon of Buckhurst Hill, Essex (1970s) and Ake Andersson of Sweden (1987). There is a bill on file for miscellaneous body repairs and a re-spray, issued by George John Coachworks Ltd of Midhurst, Sussex in December 1973 while the car was owned by Richard Dixon, together with a letter from Michael Hetherington to Dr Thorpe. Correspondence on file from Bristol Cars to Richard Dixon concerns the repair of engine number 'BS1A/MK3/141' and gearbox number 'BWCR6/122', which were fitted to the car at that time.
While in Ake Andersson's ownership the car was repainted dark blue and carried the Swedish registration 'NXM 776'. Circa 1993 it was purchased by David Vine of Newton Ferrers, Devon who commissioned specialist David Morris to carry out an extensive service of the Bristol engine (see detailed bill on file dated 31st October 1993). In October 1994 the Frazer Nash was sold at auction in the UK, at which time it was registered ' WYJ 989' and said to be fitted with engine number 'BS1/141'. The original registration 'XMC 1' was offered for sale separately. Craig Davis, a resident of Switzerland and Pebble Beach, California, was the purchaser at the 1994 auction and he must have also bought the original registration, which remains with the car to this day. The Swiss Permis de Circulation, FIA papers and FIVA Identity Card issued to Mr Davis in 1997 are on file.
In December 2002 'XMC 1' was sold to Richard Procter of Mellor, Cheshire and a new FIVA Identity Card issued. This document records a change of engine to that currently fitted, 'BS4/1/415' (the previous ID Card recorded it as 'BS1A Mk3 141'). The car was repainted in light green metallic, close to its original colour, and in May 2004 was invited to participate in that year's Goodwood Revival meeting (see letter from The Earl of March on file). In more recent times the car has twice taken part in the Colorado Grand and it is, of course, also eligible for other prestigious events such as the Le Mans Classic and Mille Miglia.
In November 2004 the Frazer Nash was sold to William E Roberts of Bainbridge Island, Seattle, USA. During Mr Roberts' ownership new seats were manufactured, seat belts mounts fabricated and a fire extinguishing system installed among other works (see bill of file from Vintage Racing Motors Inc dated March 2005).
The car's next recorded owner is Richard Ainscough of Bispham, Lancashire, who acquired it in February 2012. Soon after acquiring the Frazer Nash, Mr Ainscough despatched it to Blakeney Motorsport of Buntingford, Hertfordshire for extensive re-commissioning as detailed in an accompanying detailed invoice for £9,913. The current owner acquired the car in May 2014, since when it has been track tested by racer/journalist Tony Dron for a feature in Octane magazine's March 2015 edition (copy on file).
Currently taxed for the road and described as in generally good condition, 'XMC 1' is offered with an extensive history file, which in addition to the aforementioned documentation also contains a current V5C registration document; numerous period photographs, press cuttings and advertisements; assorted correspondence and other material. Two sets of seats â the original set and one made for taller occupants â are included in the sale.
It could be argued that Frazer Nash's reputation is scarcely justified based on the number of cars built. However, it is greatly to the firm's credit that despite a lack of resources it achieved so much in international competition in the immediately post-war years. This exceptionally well-documented Le Mans model affords the opportunity for the discerning collector to acquire part of the legend. Additional, it has the most important cachet of being eligible for all the most prestigious motor sports events including the Tour Auto, Mille Miglia, Goodwood Revival and, of course, Le Mans.
A majestic oak with red barn in background on a winter day. This scene is Nash Farm, located in the heart of the city of Grapevine, TX. Photographed on 02/12/09 for a daily challenge.
Si quieres, puedes verla EN GRANDE Y SOBRE FONDO NEGRO / View on black
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All rights reserved © Miguel Calleja.
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Here is the 1950 Nash Experimental International (NXI), said to be later developed into the Nash Metropolitan.
Nash-Kelvinator Chairman George Mason is in the driver's seat; company Vice President (and later Michigan Governor) George Romney is the passenger.
Apparently to save production costs (and sales price): the front and rear bumpers were the same (the cutout for the grille was the insertion place for the spare tire in the rear; no trunk lid; no side windows (plastic curtains).
I've noticed that Nash models from the early 1950s had the rear tire almost completely shrouded. Changing out a flat must have been fun.
A quick trip to the coast one cold night to see if I could get some stars in a photo, came away with this after 15 mins - my hands were too cold to operate the camera.
While most U.S. automobile makers were following a "bigger-is-better" philosophy, Nash Motor Company executives were examining the market to offer American buyers an economical transportation alternative. The Metropolitan was designed in the U.S. and it was patterned from a concept car, the NXI (Nash Experimental International), that was built by Detroit-based independent designer William J. Flajole for Nash-Kelvinator.[11] It was designed as the second car in a two car family, for Mom taking the kids to school or shopping or for Dad to drive to the railroad station to ride to work:[12] the "commuter/shopping car" with resemblance to the big Nash, but the scale was tiny as the Met's wheelbase was shorter than the Volkswagen Beetle's.[13]
The NXI design study incorporated many innovative features, and attempted to make use of interchangeable front and rear components (the symmetrical door skins were the only interchangeable items that made it into production). Although more complex, the new vehicle also incorporated Nash's advanced single-unit (monocoque) construction. It was displayed at a number of "surviews" (survey/previews), commencing on 4 January 1950 at the Waldorf-Astoria Hotel, New York, to gauge the reaction of the American motoring public to a car of this size. The result of these surviews convinced Nash that there was indeed a market for such a car, if it could be built at a competitive price.
A series of prototypes followed that incorporated many of the improvements from the "surviews" that included roll-up glass side windows, a more powerful engine, and a column-mounted transmission shifter with bench seat (rather than bucket-type seats with floor shift fitted in the concept car). The model was named NKI (for Nash-Kelvinator International), and it featured revised styling incorporating a hood blister and rear wheel cutouts.[11]
Nash was positioning this new product for the emerging postwar market for "personal use" autos.[14] These specific use vehicles were as a second car for women or an economical commuter car.[14] The Metropolitan was also aimed at returning Nash to overseas markets. However, Mason and Nash management calculated that it would not be viable to build such a car from scratch in the U.S. because the tooling costs would have been prohibitive. The only cost-effective option was to build overseas using existing mechanical components, leaving only the tooling cost for body panels and other unique components.
With this in mind, Nash Motors negotiated with several European companies. On October 5, 1952, they announced that they had selected the Austin Motor Company (by then part of BMC) and Fisher & Ludlow (which also became part of BMC in September 1953 under the name Pressed Steel Fisher), both English companies based around Birmingham, England. Fisher & Ludlow would produce the bodywork, while the mechanicals would be provided, as well as final assembly undertaken, by the Austin Motor Company. This was the first time an American-designed car, to be exclusively marketed in North America, had been entirely built in Europe. It became a captive import – a foreign-built vehicle sold and serviced by Nash (and later by American Motors) through its dealer distribution system. It is believed that the first pre-production prototype was completed by Austin on December 2, 1952. In all, five pre-production prototypes were built by Austin Motors and tested prior to the start of production. The total tooling cost amounted to US$1,018,475.94, (Austin: US$197,849.14; Fisher & Ludlow: US$820,626.80) which was a fraction of the tooling cost for a totally U.S.-built vehicle.
The styling for all Nash vehicles at that time was an amalgam of designs from Pininfarina of Italy and the in-house Nash design team. The different models from Ambassador down to the Metropolitan utilised very similar design features (fully enclosed front wheels, notched "pillow" style door pressing, bar style grille etc.). Whilst Nash used the fact that styling was by Pininfarina in their advertising for their larger models, Pininfarina refused to allow his name to be associated with the Metropolitan as he felt it would damage his reputation with other Italian car companies to be linked to such a small car.
The new Metropolitan was made in two body designs: convertible and hardtop. All came with several standard features that were optional on most cars of the era. Among these factory-installed benefits for customers were a map light, electric windshield wipers, cigar lighter, and even a "continental-type" rear-mounted spare tire with cover. To give a "luxury" image to the interior, "Bedford cord" upholstery trimmed with leather was used (similar to larger Nash vehicles). An AM radio, "Weather Eye" heater, and whitewall tires were offered as optional extras for the U.S. market. (It is unlikely that a Metropolitan could have been purchased without a heater and radio, as all vehicles left the factory with both items fitted.)
Floyd & Joyce Gonderman's 1960 Nash Metropolitan (Salinas, CA) Metropolitans were designed in Detroit by Nash Motor Co. and built in England using MG parts and uni-body construction. It is original with the exception of paint color and upholstery. The engine is also stock except for the two barrel Weber carb and headers.The Metropolitan was the first American car that was marketed specifically to women.[15] The Dodge La Femme was introduced one year later. The first spokesperson for the car was Miss America 1954, Evelyn Ay Sempier, and the car was prominently advertised in Women's Wear Daily.[15] American Motors' marketing brochures described the new model as "America's entirely new kind of car" (1955), "Luxury in Miniature" (1959), and "crafted for personal transportation" (1960).[16]
From this angle, the right hand side of Nash Point appears to have a face; perhaps a profile of Nash ?
Also if you peer closely at the left hand side, you can see the a young couple perched on the rock taking the ubiquitous 'selfie'
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Built at the Alltin Factory in Longbridge between 1953 and 1961.
They were allowed to escape onto the UK market in 1957.
Never labeled with a Austin badge they were produced initially for the US market under the guise of Nash Metropolitans .
A BMC engine coupled to a 4 speed gearbox with the 1st gear blanked off.
Lets face it,its a girls car really, though it did brighten up the street scene a little in the dreary 50s.
Severn Valley Railway
Kidderminster
Worcs
11 October 1986
N400 SHS
Setra S415GT-HD
New to Gibson Moffat as BX06UMT, then to Klarner's Colechester and then to Lodge High Easter. It also carried the reg plate T60KCL.
Seen at Gloucester services M5 sothbound.
A miserable evening (weather wise) and only suitable for black and white. So here it is in black and white :o)
Explore #394
Nash was a independent manufacturer that built solid and innovated automobiles. But with small budgets, that prevented them from producing yearly design changes, they had to make due with minor face lifts that over the years started to show their age.
But here is the 1952 Nash with it's "European" styling that hinted at Italian sports car design: The Daring and Dramatic AIRFLYTE.
1957 Austin Nash Metropolitan 1500.
Right hand drive versions (Series III) were announced in April 1957 and although sold through the Austin Dealerships it was still called ‘Metropolitan 1500’. The UK prices were £713 for the Hardtop and £725 for the Convertible.
Australia also imported them where they were known as Nash Metroploitan. By 1959 sales were tapering off so it received it last update, when it received a opening boot lid, a closed glove box, seat adjusters and opening quarter lights.
Production for the UK market stopped in February 1961 with the Hardtop then costing £707 and the Convertible £732. It was in April 1961 that the last Metropolitan Series IV came off the line for the US market.
Date when launched 1956
Discontinued in 1961
Production came to an end in April 1961 with a total of 104,377 Metropolitan,s having been made at Longbridge, with nearly 95,000 exported to the USA.
Engine
1,489 cc 47 bhp at 4,000 rpm Max torque 74lbs/ft at 2,100 rpm
Main measurements
Length 12ft 5.5ins Width 5ft 1.5ins Height 4ft 6.5ins
Wheelbase 7ft 1ins Track front 3ft 9.2ins rear 3ft 8.8ins.
www.austinmemories.com/styled-31/index.html
Tone Mapped with NIK Collection Color EFEX pro 4 in Photoshop, corrected with Lightroom
Nash point lighthouses on the Welsh heritage coast
Check out my latest painting videos on my youtube channel here
Here's the great Mr. Nash,
Graham Nash,
he of Crosby, Stills and -
he of "Teach Your Children"
and "Our House" and so many
classic songs, he who completed
the trio when Crosby and Stills
were still a new duo, singing
Stephen's "You Don't Have To
Cry" in two-part harmony
in Cass "the catalyst" Elliot's
Laurel Canyon home,
when Graham, he of
old Britania and the
magic Hollies, asked to hear
it again and then
just once again
and then as if providence
itself wrote out the parts,
sang the perfect complementing
harmony part, the third part,
the one that made it golden
and there it was,
a little miracle.
And here it is still
as great as ever. And there
is Graham, always the most
warm and smiling man, at
the great party for my pal
Henry Diltz and his book
"California Dreaming" to which
I proudly contributed
along with Mr. Nash
and Joni. And it was, of course,
his home that he shared with
Joni, in that very Laurel Canyon,
that was "our house" as it was
their house and is now ours
always
and here he smiles
now, in this century,
for my camera,
as Henry signs his book,
a reluctant superstar,
famous cause he was
always Henry, smiling,
a friend among friends,
a musician among
musicians, the spirit of
the sixties forever alive
in his spirit and his song
and his photographs.