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The Nash Metropolitan is a car that was sold, initially, only in the United States and Canada,[3] from 1954–1962.
It conforms to two classes of vehicle: economy car[4] and subcompact car.[5][6][7][8][9] In today’s terminology the Metropolitan is a “subcompact”, but this category had not yet come into use when the car was made.[10] At that time, it was variously categorized, for example as a "small automobile" as well as an "economy car".
The Metropolitan was also sold as a Hudson when Nash and Hudson merged in 1954 to form the American Motors Corporation (AMC), and later as a standalone marque during the Rambler years, as well as in the United Kingdom and other markets. 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.)
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]
1.489 cc
4 in-line
52 hp
Vmax : 125 km/h
Exposition : American Dream Cars & Bikes : the Golden Years
15/12/2017 - 28/01/2018
Autoworld
Brussels - Belgium
January 2018
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.
This is the site of several battles in the War Between the States in 1864. About 45 minutes south of Atlanta in Henry County Nash Farm has been preserved as a memory to the battles fought during the War.
My sons are cross country runners and this year was the 3rd year of a cross country meet held at Nash Farm. I photograph the meets - you can see the galleries here of you would like. I went last year and got there just after the sun rose. When I saw how beautiful it was I planned to get there earlier this year. I arrived about 30 minutes before sunrise and ran around the grounds to find the best pre-dawn shot I could find. This is my favorite shot.
© 2011 James Duckworth
Architects: John Nash, James Pennethorne, Decimus Burton et al., 1832. The Institute of Contemporary Arts occupies part of the Grade I listed Carlton House Terrace. The Mall, City of Westminster, London.
(CC BY-NC-SA 2.0)
Nash was unibody after the war, so does have a legit claim to be modern. Engines were pretty good, too, but they didn't have a V8 like their competition.
From my collection of auto sales brochures, from all parts of the world and nearly all makes of cars and light trucks.
The Nash Point Lighthouse was designed by James Walker, the chief engineer for Trinity House. Established in 1832, the lighthouse was electrified in 1968. Nash Point Lighthouse became the last manned lighthouse in Wales, and was automated in 1998.
The sky was dire on my visit, need to go again in better weather near sunset or on a clear night!
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.
Copyright Robert W. Dickinson. Unauthorized use of this image without my express permission is a violation of copyright law.
Taken at the Good Guys Car Show on 3/16/25.
Canon 6D Mark II and Canon 100mm f2.8L macro IS USM lens with circular polarizer.
© 2012 James Duckworth Photography - All Rights Reserved - Please do not download and use this image without written permission. It is protected by copyright.
Nash Farm Battleground is a the site of a Civil War battle in July, 1864. The site has not been developed and probably remains pretty much the way it was when the battle took place. Nash Farm hosts a High School cross country race and my sons have run the race each year since their school started participating in this event. When I first went down there 3 years ago I was amazed at the fog and the rolling hills. I made it a point to arrive early this year and I was not disappointed. I walked through this field in total darkness trying to find a composition. It was not such and easy walk as I tore up my legs with the brambles. It was very worthwhile. The fog was beautiful and when the sun rose for a few moment is was almost mystical.
1.489 cc
4 in-line
52 hp
Vmax : 125 km/h
Exposition : American Dream Cars & Bikes : the Golden Years
15/12/2017 - 28/01/2018
Autoworld
Brussels - Belgium
January 2018
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.
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.
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.
KMS Coquitlam Annual Show & Shine 2015
The Nash Metropolitan is a car that was sold, initially, only in the United States and Canada, from 1954–62.
It conforms to two classes of vehicle: economy car[4] and subcompact car. In today’s terminology the Metropolitan is a “subcompact”, but this category had not yet come into use when the car was made. At that time, it was variously categorized, for example as a "small automobile" as well as an "economy car".
The Metropolitan was also sold as a Hudson when Nash and Hudson merged in 1954 to form the American Motors Corporation (AMC), and later as a standalone marque during the Rambler years, as well as in the United Kingdom and other markets.
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